Modular hydraulic distribution block for aircraft landing gear actuation system

Abstract

Modular hydraulic distribution block for an aircraft landing gear actuation system, comprising a series assembly of a plurality of hydraulic modules, each module being delimited by a housing comprising hydraulic connection interfaces and fixing interfaces, the plurality of hydraulic modules comprising: an initial module comprising a first hydraulic port and a second hydraulic port arranged to respectively connect the modular distribution block to a hydraulic supply circuit; a first module for pressurizing an extension chamber and a retraction chamber of a first actuator for moving a leg of the aircraft between an extended position and a retracted position, the first pressurizing module comprising a first hydraulic distributor and at least a first electrical port for controlling the first hydraulic distributor;and a terminal module arranged to close the hydraulic connection interfaces of the hydraulic module upstream of the terminal module. ABSTRACT FIGURE: Fig.2;

Description

Title of the invention: Modular hydraulic distribution block for aircraft landing gear actuation system

[0001] The present invention relates to the field of fluid distribution, and more particularly to a modular hydraulic distribution block for an aircraft landing gear actuation system.

[0002] BACKGROUND OF THE INVENTION

[0003] Aircraft generally comprise landing gears each comprising a leg having a free end carrying at least one wheel and, opposite, an end articulated to the aircraft in such a way that the leg is movable between an extended or deployed position and a retracted or retracted position in a hold of the aircraft which is closed by a hatch.

[0004] The movement of the landing gear leg and the movement of the hatch are provided by an actuation system comprising a hydraulic distribution circuit connecting actuators to a supply port and to a return port of a hydraulic supply circuit of the aircraft.

[0005] Each actuator comprises a body slidably receiving a piston dividing the body of the actuator into two chambers of variable volume, namely a first chamber (chamber controlling the opening of the hatch for the hatch actuator and chamber controlling the extension of the leg for the leg actuator) which is supplied when the leg is deployed and a second chamber (chamber controlling the closing of the hatch for the hatch actuator and chamber controlling the retraction of the leg for the leg actuator) which is supplied when the leg is retracted.

[0006] The hydraulic distribution circuit comprises actuating valves connecting the actuator chambers to the supply port or the return port of the aircraft hydraulic supply circuit based on electrical control signals received by the actuating valves.

[0007] It is provided that in the event of a malfunction, the hatch of the hold opens to allow the leg to pass down under its own weight into its extended position. To this end, the hydraulic distribution circuit comprises an isolation valve, to cut off said hydraulic distribution circuit from the supply port, and emergency valves, to connect the chambers of the actuators to the return port, so as to allow the pistons to move freely so as not to hinder the descent of the leg as well as the opening of the hatch.

[0008] The actuating, isolation and emergency valves are generally integrated in a single-body distribution block so as to group the leg and hatch actuation functions in one place and thus facilitate installation and maintenance operations.

[0009] Alternatively, some known distribution blocks only integrate the actuating and emergency valves, the isolation valve being independent and connected to said distribution block via pipes. The distribution block may also only integrate the actuating valves.

[0010] These different configurations of the distribution block actually depend on the aircraft and its architecture, which results in the development of a specific distribution block depending on the characteristics of the aircraft. Thus, the hydraulic distribution blocks of the state of the art are not adaptable to various extension / retraction circuit architectures.

[0011] SUBJECT OF THE INVENTION

[0012] The aim of the invention is to propose a modular hydraulic distribution block making it possible to at least partially overcome the aforementioned drawbacks. Summary of the invention

[0013] For this purpose, a modular hydraulic distribution block is proposed for an actuation system of at least one aircraft landing gear comprising a leg movable between an extended position and a retracted position in a hold which is closed by at least one hatch, the modular block comprising a series assembly of a plurality of hydraulic modules of different types. Each module is delimited by a housing comprising interfaces for hydraulic connection to at least one adjacent module and interfaces for fixing relative to the adjacent module, the plurality of hydraulic modules comprising: • an initial module comprising a first hydraulic port and a second hydraulic port arranged to respectively connect the modular distribution block to a hydraulic supply circuit of the aircraft; • a first pressurization module of an extension chamber and a retraction chamber of a first actuator dedicated to the movement of the leg between the extended position and the retracted position, the first pressurization module comprising a first hydraulic distributor and at least a first electrical port for controlling the first hydraulic distributor; and • a terminal module arranged to close the hydraulic interfaces of the hydraulic module upstream of the terminal module.

[0014] Such a modular block makes it possible to meet a need for standardization of the different hydraulic distribution functions while ensuring flexibility of the modular block to adapt to different aircraft architectures. Each dis Hydraulic distribution is, for example, achieved by a standardized module that can be combined with other modules, which allows great design flexibility while limiting manufacturing complexity and costs.

[0015] In particular, the hydraulic modules further comprise a second module for pressurizing an extension chamber and a retraction chamber of a second actuator dedicated to moving the hatch between an open position and a closed position, the second pressurizing module comprising a second hydraulic distributor and at least one second electrical port for controlling the second hydraulic distributor.

[0016] In particular, the hydraulic modules further comprise a third module for pressurizing a retraction or extension chamber of a third actuator dedicated to unlocking the leg in the retracted position, and a retraction or extension chamber of a fourth actuator dedicated to unlocking the hatch in the closed position, the third pressurizing module comprising two third hydraulic distributors and at least one third electrical port for controlling the third hydraulic distributors.

[0017] In particular, the hydraulic modules further comprise an isolation module arranged to selectively cut off the hydraulic module(s) downstream of the isolation module from the hydraulic supply circuit, the isolation module comprising a hydraulic distributor and at least one electrical port for controlling this hydraulic distributor.

[0018] In particular, the hydraulic modules further comprise an emergency module arranged to selectively connect the extension chambers of the first and second actuators to a return port of the hydraulic supply circuit so as to allow the leg and the hatch to move freely to the extended position and the open position respectively, the emergency module comprising a hydraulic distributor and at least one electrical port for controlling this hydraulic distributor.

[0019] In particular, the hydraulic connection interfaces of each of the modules are arranged to hydraulically connect the module to an adjacent module by its assembly with said adjacent module to form the distribution block.

[0020] In particular, the distributor of at least one of the hydraulic modules is arranged to operate in parallel.

[0021] In particular, the distributor of at least one of the modules is arranged to operate in series.

[0022] The invention also relates to an aircraft comprising at least one landing gear comprising a leg movable between an extended position and a retracted position in a hold which is closed by at least one hatch, the aircraft further comprising a system for actuating the leg and the hatch, the actuating system comprising such a modular hydraulic distribution block.

[0023] The invention also relates to a method for manufacturing modular hydraulic distribution blocks for such aircraft, the method comprising the following steps: - manufacturing such hydraulic modules; - select modules from the manufactured modules according to the architecture and configuration desired for each aircraft; and - assemble the selected modules to form the modular hydraulic distribution block of each aircraft. Brief description of the drawings

[0024] The invention will be better understood in light of the following description, which is purely illustrative and non-limiting, and must be read in conjunction with the appended figures, among which:

[0025] [Fig-1] [Fig.l] is a schematic front view of an aircraft according to an example of the invention;

[0026] [Fig.2] [Fig.2] is a schematic view of a system for actuating the hatches and landing gear of the aircraft illustrated in [Fig.l], comprising a modular hydraulic distribution block according to an example of the invention;

[0027] [Fig.3A] [Fig.3A] is a schematic view of an initial module equipping the modular hydraulic distribution block illustrated in [Fig.2].

[0028] [Fig.3B] [Fig.3B] is a schematic view of an isolation module which can equip the modular hydraulic distribution block illustrated in [Fig.2];

[0029] [Fig.3C] [Fig.3C] is a schematic view of an emergency module which can equip the modular hydraulic distribution block illustrated in [Fig.2];

[0030] [Fig.3D] [Fig.3D] is a schematic view of a first pressurization module which can equip the modular hydraulic distribution block illustrated in [Fig.2];

[0031] [Fig.3E] [Fig.3E] is a schematic view of a second pressurization module which can equip the modular hydraulic distribution block illustrated in [Fig.2];

[0032] [Fig.3F] [Fig.3F] is a schematic view of a third pressurization module which can equip the modular hydraulic distribution block illustrated in [Fig.2];

[0033] [Fig.3G] [Fig.3G] is a schematic view of a terminal module equipping the modular hydraulic distribution block illustrated in [Fig.2].

[0034] [Fig.4A] [Fig.4A] is a schematic view of a modular hydraulic distribution block according to a first embodiment of the invention;

[0035] [Fig.4B] [Fig.4B] is a schematic view of a modular hydraulic distribution block according to a second embodiment of the invention;

[0036] [Fig.4C] [Fig.4C] is a schematic view of a modular hydraulic distribution block according to a third embodiment of the invention;

[0037] [Fig.5A] [Fig.5A] is a schematic view of a first variant of the first and second pressurization modules illustrated in Figures 3D and 3E;

[0038] [Fig.5B] [Fig.5B] is a schematic view of a second variant of the first and second pressurization modules illustrated in Figures 3D and 3E;

[0039] [Fig.5C] [Fig.5C] is a schematic view of a third variant of the first and second pressurization modules illustrated in Figures 3D and 3E. DETAILED DESCRIPTION OF THE INVENTION

[0040] With reference to [Fig. 1], the invention is described here in relation to an aircraft A provided with two main landing gears LGP and one auxiliary landing gear LGA. Each landing gear LGP, LGA comprises a leg LP, LA having a free end provided with wheels W and an opposite end articulated to a structure of the aircraft A between an extended position (illustrated in [Fig.l]) and a retracted position in a hold SP, SA of the aircraft A. Each hold SP, SA is closed by one or more doors or hatches TP, TA movable between an open position (illustrated in [Fig.l]) and a closed position.

[0041] In a manner known per se, each leg LP, LA is held in the retracted position by a hooking box (not shown) provided with a hook making it possible to hook an olive secured to the leg LP, LA when the latter reaches the retracted position. Similarly, each hatch TP, TA is held in the closed position by a hooking box (not shown) provided with a hook making it possible to hook an olive secured to the hatch TP, TA when the latter reaches the closed position.

[0042] Also referring to [Fig.2], the aircraft A comprises a hydraulic actuation system S comprising a hydraulic distribution circuit which connects a hydraulic distribution block 1, 1', 1” to: • a hydraulic supply circuit H of the aircraft A, which comprises a supply port HA for pressurized fluid and a return port HR; • three first actuators AL each dedicated to moving the leg LP, LA of one of the landers LGP, LGA between the retracted position and the extended position; • three second AT actuators each dedicated to moving the TP, TA hatch(es) of one of the LGP, LGA landing gears between the closed position and the open position; • three third actuators (not shown) each dedicated to the release of the hook holding the leg LP, LA of one of the LGP, LGA landers in retracted position; and • three fourth actuators (not shown) each dedicated to releasing the hook holding the TP, TA hatch(es) of one of the LGP, LG A landing gears in the closed position.

[0043] Each first actuator AL of legs LP, LA is a hydraulic actuator comprising a body slidably receiving a piston dividing the body into two chambers of variable volumes, namely an extension chamber ALi and a retraction chamber AL2.

[0044] Each second actuator AT of hatches TP, TA is a hydraulic actuator comprising a body slidably receiving a piston dividing the body into two chambers of variable volumes, namely an extension chamber An and a retraction chamber AT2.

[0045] Each third actuator and fourth actuator is a hydraulic actuator comprising a body slidably receiving a piston defining a chamber of variable volume, namely a retraction or extension chamber.

[0046] The distribution block 1, 1', 1” comprises a plurality of hydraulic modules selected from a set of modules, this set comprising here: • an initial module 10 for connecting the hydraulic distribution circuit to the hydraulic supply circuit H of the aircraft A ([Fig.3A]); • an isolation module 20 for cutting off the hydraulic distribution circuit of the supply port of the hydraulic supply circuit H of the aircraft A ([Fig.3B]); • a backup module 30 for connecting the extension chambers ALb An of the first and second actuators AL, AT to the return port HR of the hydraulic supply circuit so as to allow the pistons to move freely so as not to hinder the descent of the legs LP, LA as well as the opening of the hatches ([Fig.3C]); • a pressurization module 40 of the extension chambers ALi and the retraction chambers AL2 of the first actuators AL ([Fig.3D]); • a pressurization module 50 of the extension chambers An and the retraction chambers AT2 of the second actuators AT ([Fig.3E]); and • a pressurization module 60 of the retraction chambers of the third and fourth actuators ([Fig.3F]); and • a terminal module 70 for closing hydraulic connection interfaces ([Fig.3G]).

[0047] The structure of the different modules 10, 20, 30, 40, 50, 60, 70 will now be detailed.

[0048] With reference to [Fig.3A], the initial module 10 comprises a housing 11, here of shape globally parallelepiped, comprising: • a first main face 11.1 provided with a return port 12 and a hydraulic supply port 13 intended to be connected respectively to the return port HR and to the supply port HA of the hydraulic supply circuit H of the aircraft A; and • a second main face 11.2, opposite the first main face 11.1, provided with a first service port 14 and a second hydraulic service port 15 connected respectively to the return port 12 by a non-return valve C and to the supply port 13.

[0049] When looking in a direction perpendicular to the first face main face 11.1 or to the second main face 11.2 of the housing 11, the return port 12 and the power port 13 are here respectively opposite the first service port 14 and the second service port 15.

[0050] It will be noted that the first service port 14 and the second service port 15 are spaced apart by a predetermined distance d.

[0051] With reference to [Fig.3B], the isolation module 20 comprises a housing 21, here of generally parallelepiped shape, comprising: • a first main face 21.1 provided with a return port 22 and a hydraulic supply port 23; • a second main face 21.2, opposite the first main face 21.1, provided with a first hydraulic service port 24 connected to the return port 22 and a second hydraulic service port 25; and • a side face 21.3 provided with a hydraulic pressure sensor 26 and an electrical connector 27 intended to be connected to an electrical control unit Uc of the aircraft A.

[0052] It will be noted that the pressure sensor 26 and / or the electrical connector 27 can also be arranged on any other lateral face of the isolation module 20.

[0053] When viewed in a direction perpendicular to the first main face 21.1 or the second main face 21.2 of the housing 21, the return port 22 and the supply port 23 are respectively opposite the first service port 24 and the second service port 25.

[0054] It will be noted that the return port 22 and the supply port 23 are spaced apart by a distance equal to the distance d, as are the first service port 24 and the second service port 25.

[0055] The isolation module 20 also comprises a monostable distributor D2o extending inside the housing 21. The distributor D2o conventionally comprises a body comprising a first orifice connected to the return port 22 and to the first service port 24, a second orifice connected to the supply port 23 and a third port connected to the second service port 25 and to the pressure sensor 26.

[0056] The body of the distributor D20 receives a drawer T20 sliding between two positions, namely: • a nominal operating position in which the T20 spool places the first orifice and the third orifice in fluid communication, and closes the second orifice ([Fig.3B]); and • an isolation position in which the T20 drawer places the second orifice and the third orifice in fluid communication, and closes the first orifice.

[0057] The drawer T20 is returned to the nominal operating position by a compression spring R20 disposed at a first end of said drawer T20.

[0058] The movement of the drawer T20 towards the isolation position is controlled by an electromagnet E20 which is arranged at a second end of the drawer T20 and which is connected to the electrical connector 27, so that an electrical voltage generated by the electrical control unit Uc of the aircraft A moves the drawer T20 from the nominal operating position towards the isolation position.

[0059] With reference to [Fig.3C], the emergency module 30 comprises a housing 31, here of generally parallelepiped shape, comprising: • a first main face 31.1 provided with a return port 32 and a hydraulic supply port 33; • a second main face 31.2, opposite the first main face 31.1, provided with a first hydraulic service port 34 connected to the return port 32 and a second hydraulic service port 35; • a first lateral face 31.3 provided with a hydraulic pressure sensor 36 and an electrical connector 37 intended to be connected to the electrical control unit Uc of the aircraft A; and • a second lateral face 31.4, opposite the first lateral face 31.3, provided with a first hydraulic connection port 38 to the retraction chambers AL2 of the first actuators AL of the legs LP, LA and a second hydraulic connection port 39 to the retraction chambers A T2 of the second actuators AT of the hatches TP, TA.

[0060] It will be noted that the pressure sensor 36 and / or the electrical connector 37 and / or the first connection port 38 and / or the second connection port 39 can also be arranged on any other lateral face of the emergency module 30.

[0061] It will also be noted that the pressure sensor 36, the electrical connector 37, the first connection port 38 and the second connection port 39 can also be arranged on the same lateral face of the emergency module 30.

[0062] When viewed in a direction perpendicular to the first main face 31.1 or the second main face 31.2, the return port 32 and the supply port 33 are respectively opposite the first service port 34 and the second service port 35.

[0063] It will be noted that the return port 32 and the supply port 33 are spaced apart by a distance equal to the distance d, as are the first service port 34 and the second service port 35.

[0064] The emergency module 30 also comprises a monostable distributor D30 extending inside the housing 31. The distributor D30 conventionally comprises a body comprising a first orifice connected to the return port 32 and to the first service port 34, a second orifice connected to the supply port 33, a third orifice connected to the second connection port 39, a fourth orifice connected to the first connection port 38, and a fifth orifice connected to the second service port 35 and to the pressure sensor 36.

[0065] The body of the D30 distributor receives a T30 drawer sliding between two positions, namely: • a nominal operating position in which the T30 spool places the first orifice in fluid communication with the third, fourth and fifth orifices, and closes the second orifice ([Fig.3C]); and • an emergency position in which the T30 drawer places the second orifice and the fifth orifice in fluid communication, and closes the first, third and fourth orifices.

[0066] The drawer T30 is returned to the nominal operating position by a compression spring R30 disposed at a first end of said drawer T30.

[0067] The movement of the drawer T30 towards the emergency position is controlled by an electromagnet E30 which is arranged at a second end of said drawer T30 and which is connected to the electrical connector 37, so that an electrical voltage generated by the electrical control unit Uc of the aircraft moves the drawer T30 from the nominal operating position towards the emergency position.

[0068] With reference to [Fig.3D], the pressurization module 40 of the extension chambers ALi and the retraction chambers AL2 of the first actuators AL comprises a housing 41, here of generally parallelepipedal shape, comprising: • a first main face 41.1 provided with a return port 42 and a hydraulic supply port 43; • a second main face 41.2, opposite the first main face 41.1, provided with a first hydraulic service port 44 connected to the return port 42 and a second hydraulic service port 45 connected to the supply port 43; • a first lateral face 41.3 provided with an electrical connector 47 intended to be connected to the electrical control unit Uc of the aircraft A; and • a second lateral face 41.4, opposite the first lateral face 41.3, provided with a first hydraulic connection port 48 to the retraction chambers AL2 of the first actuators AL and a second hydraulic connection port 49 to the extension chambers ALi of the first actuators Al.

[0069] It will be noted that the electrical connector 47 and / or the first connection port 48 and / or the second connection port 49 can also be arranged on any other lateral face of the pressurization module 40.

[0070] It will also be noted that the electrical connector 47, the first connection port 48 and the second connection port 49 can also be arranged on the same lateral face of the pressurization module 40.

[0071] When viewed in a direction perpendicular to the first main face 41.1 or the second main face 41.2, the return port 42 and the supply port 43 are respectively opposite the first service port 44 and the second service port 45.

[0072] It will be noted that the return port 42 and the supply port 43 are spaced apart by a distance equal to the distance d, as are the first service port 44 and the second service port 45.

[0073] The pressurization module 40 also comprises a monostable distributor D40 extending inside the housing 4L. The distributor D40 conventionally comprises a body comprising a first orifice connected to the return port 42 and to the first service port 44, a second orifice connected to the supply port 43 and to the second service port 45, a third orifice connected to the second connection port 49, and a fourth orifice connected to the first connection port 48.

[0074] The body of the distributor D40 receives a drawer T40 sliding between two extreme positions on either side of a central equilibrium position, namely: • a first extreme position of extension of the legs LP, LA in which the drawer T40 closes the first orifice and puts the second orifice into fluid communication with the third and fourth orifices; and • a second extreme position of retraction of the legs LP, LA in which the drawer T40 places the first orifice and the fourth orifice in fluid communication, and places the second orifice and the third orifice in fluid communication.

[0075] In the central equilibrium position, the drawer T40 places the first orifice and the third and fourth orifices in fluid communication, and closes the second orifice ([Fig.3D]).

[0076] The drawer T40 is returned to the central equilibrium position by a first compression spring R 4o.i and a second compression spring R40.2 arranged respectively at a first end and a second end of said drawer T40.

[0077] The movement of the drawer T40 towards the first extreme position is controlled by a first electromagnet E304 which is arranged at the first end of said drawer T30.i and which is connected to the electrical connector 47, so that an electrical voltage generated by the electrical control unit Uc of the aircraft moves the drawer T40 from the central equilibrium position towards the first extreme position.

[0078] The movement of the drawer T40 towards the second extreme position is controlled by a second electromagnet E40 2 which is arranged at the second end of said drawer T 402 and which is connected to the electrical connector 47, so that an electrical voltage generated by the electrical control unit Uc of the aircraft moves the drawer T40 from the central equilibrium position towards the second extreme position.

[0079] With reference to [Fig.3E], the pressurization module 50 of the extension chambers An and the retraction chambers AT2 of the second actuators AT comprises a housing 51, here of generally parallelepipedal shape, comprising: • a first main face 51.1 provided with a return port 52 and a hydraulic supply port 53; • a second main face 51.2, opposite the first main face 51.1, provided with a first hydraulic service port 54 connected to the return port 52 and a second hydraulic service port 55 connected to the supply port 53; • a first lateral face 51.3 provided with an electrical connector 57 intended to be connected to the electrical control unit Uc of the aircraft A; and • a second lateral face 51.4, opposite the first lateral face 51.3, provided with a first hydraulic connection port 58 to the extension chambers An of the second actuators AT of the hatches TP, TA and a second hydraulic connection port 59 to the retraction chambers A T2 of the second actuators AT.

[0080] It will be noted that the electrical connector 57 and / or the first connection port 58 and / or the second connection port 59 can also be arranged on any other lateral face of the pressurization module 50.

[0081] It will also be noted that the electrical connector 47, the first connection port 48 and the second connection port 49 can also be arranged on the same lateral face of the pressurization module 50.

[0082] When viewed in a direction perpendicular to the first main face 51.1 or the second main face 51.2, the return port 52 and the supply port 53 are respectively opposite the first service port 54 and the second service port 55.

[0083] It will be noted that the return port 52 and the supply port 53 are spaced apart by a distance equal to the distance d, as are the first service port 54 and the second service port 55.

[0084] The pressurization module 50 also comprises a monostable distributor D50 extending inside the housing 51. The distributor D50 conventionally comprises a body having a first orifice connected to the return port 52 and to the first service port 54, a second orifice connected to the supply port 53 and to the second service port 55, a third orifice connected to the second connection port 59, and a fourth orifice connected to the first connection port 58.

[0085] The body of the distributor D50 receives a drawer T50 sliding between two extreme positions on either side of a central equilibrium position, namely: • a first extreme position of extension of the hatches TP, TA in which the drawer T50 places the first orifice and the third orifice in fluid communication, and places the second orifice and the fourth orifice in fluid communication; and • a second extreme position of retraction of the TP, TA hatches in which the T50 drawer places the first orifice and the fourth orifice in fluid communication, and places the second orifice and the third orifice in fluid communication.

[0086] In the central equilibrium position, the drawer T50 places the first orifice and the third and fourth orifices in fluid communication, and closes the second orifice ([Fig.3E]).

[0087] The drawer T50 is returned to the central equilibrium position by a first compression spring R 5o.i and a second compression spring R50.2 arranged respectively at a first end and a second end of said drawer T50.

[0088] The movement of the drawer T50 towards the first extreme position is controlled by a first electromagnet E50.i which is arranged at the first end of said drawer T30.i and which is connected to the electrical connector 57, so that an electrical voltage generated by the electrical control unit Uc of the aircraft moves the drawer T50 from the central equilibrium position towards the first extreme position.

[0089] The movement of the drawer T40 towards the second extreme position is controlled by a second electromagnet E50.2 which is arranged at the second end of said drawer T 50.2 and which is connected to the electrical connector 57, so that an electrical voltage generated by the electrical control unit Uc of the aircraft moves the drawer T50 from the central equilibrium position towards the second extreme position.

[0090] With reference to [Fig.3F], the pressurization module 60 of the retraction or extension chamber of the third and fourth locking actuators comprises a housing 61, here of generally parallelepiped shape, comprising: • a first main face 61.1 provided with a return port 62 and a hydraulic supply port 63; • a second main face 61.2, opposite the first main face 61.1, provided with a first hydraulic service port 64 connected to the return port 62 and a second hydraulic service port 65; • a first lateral face 61.3 provided with an electrical connector 67 intended to be connected to the electrical control unit Uc of the aircraft A; and • a second lateral face 61.4, opposite the first lateral face 61.3, provided with a first hydraulic connection port 68 to the retraction or extension chambers of the fourth hatch unlocking actuators and a second hydraulic connection port 69 to the retraction or extension chambers of the third leg unlocking actuators.

[0091] It will be noted that the electrical connector 67 and / or the first connection port 68 and / or the second connection port 69 can also be arranged on any other lateral face of the pressurization module 60.

[0092] It will also be noted that the electrical connector 67, the first connection port 68 and the second connection port 69 can also be arranged on the same lateral face of the pressurization module 60.

[0093] When viewed in a direction perpendicular to the first main face 61.1 or the second main face 61.2, the return port 62 and the supply port 63 are respectively opposite the first service port 64 and the second service port 65.

[0094] It will be noted that the return port 62 and the supply port 63 are spaced apart by a distance equal to the distance d, as are the first service port 64 and the second service port 65.

[0095] The pressurization module 60 also comprises a first monostable distributor D60.i and a second monostable distributor D60.2 extending inside the housing 61.

[0096] The first distributor D60.i conventionally comprises a body comprising a first orifice connected to the return port 62 and to the first service port 64, a second orifice connected to the supply port 63 and to the second service port 65, and a third orifice connected to the second connection port 69. The body of the first distributor D60.i receives a drawer T60.i sliding between two positions, namely: • a nominal operating position in which the T6o.i drawer places the first orifice in fluid communication with the third orifice, and closes the second orifice ([Fig.3F]); and • an unlocked position in which the T60.i drawer places the second orifice and the third orifice in fluid communication, and closes the first orifice.

[0097] The drawer T60.i is returned to the nominal operating position by a compression spring R 60,i arranged at a first end of said drawer T60 b. The movement of the drawer T601 towards the unlocking position is controlled by an electromagnet E 601 which is arranged at a second end of said drawer T60.i and which is connected to the electrical connector 67, so that an electrical voltage generated by the electrical control unit Uc of the aircraft moves the drawer T60.i from the nominal operating position towards the unlocking position.

[0098] The second distributor D60.2 conventionally comprises a body comprising a first orifice connected to the return port 62 and to the first service port 64, a second orifice connected to the supply port 63 and to the second service port 65, and a third orifice connected to the first connection port 68. The body of the second distributor D6o.2 receives a drawer T6o.2 sliding between two positions, namely: • a nominal operating position in which the T6o.2 slide valve places the first orifice in fluid communication with the third orifice, and closes the second orifice ([Fig.3F]); and • an unlocking position in which the drawer T6o.2 places the second orifice and the third orifice in fluid communication, and closes the third.

[0099] The drawer T60.2 is returned to the nominal operating position by a compression spring R 60.2 arranged at a first end of said drawer T60.2. The movement of the drawer T60.2 towards the unlocking position is controlled by an electromagnet E 60.2 which is arranged at a second end of said drawer T60.2 and which is connected to the electrical connector 67, so that an electrical voltage generated by the electrical control unit Uc of the aircraft moves the drawer T60.2 from the nominal operating position towards the unlocking position.

[0100] With reference to [Fig.3G], the terminal module 70 comprises a housing 71, here of generally parallelepiped shape, comprising a main face 71.1 provided with a first hydraulic closure port 72 and a second hydraulic closure port 73 intended to be connected respectively to the first service port and to the second service port of one of the isolation module 20, the emergency module 30 and the pressurization modules 40, 50, 60.

[0101] It will be noted that the return port 72 and the supply port 73 are spaced apart by a distance equal to the distance d.

[0102] The return port 22, 32, 42, 52, 62 and the supply port 23, 33, 43, 53, 63 of each of the modules 20, 30, 40, 50, 60 are arranged to be able to be plugged into respectively the first service port 14, 24, 34, 44, 54 and the second service port 15, 25, 35, 45, 55 of each of the modules 10, 20, 30, 40, 50. The first closure port 72 and the second closure port 73 are arranged to be able to be plugged into respectively the first service port 24, 34, 44, 54, 64 and the second service port 25, 35, 45, 55, 65 of the modules 20, 30, 40, 50, 60.

[0103] It is understood that the supply ports 23, 33, 43, 53, 63, the return ports 22, 32, 42, 52, 62, the first and second service ports 14, 24, 34, 44, 54, 15, 25, 34, 45, 55, and the first and second closure ports 72, 73 form hydraulic connection interfaces to an adjacent module.

[0104] It will be noted that the housings of each of the modules 10, 20, 30, 40, 50, 70 comprise fixing interfaces relative to the adjacent module (screw, nut, snap-fastening, etc.) so as to be able to keep said modules 10, 20, 30, 40, 50, 60, 70 assembled.

[0105] [Fig.4A] illustrates a first embodiment of the distribution block, designated 1, in which said distribution block 1 is an assembly, in series, of the initial module 10, of the pressurization module 50 of the chambers An, AT2 of the second actuators AT of the hatches TP, TA, of the pressurization module 40 of the chambers ALb AL2 of the first actuators AL of the legs LP, LA, and of the terminal module 70: • the return port 52 and the supply port 53 of the pressurization module 50 are plugged respectively into the first service port 14 and the second service port 15 of the initial module 10; • the return port 42 and the supply port 43 of the pressurization module 40 are plugged respectively into the first service port 54 and the second service port 55 of the pressurization module 50; and • the first closure port 72 and the second closure port 73 of the terminal module 70 are plugged respectively into the first service port 44 and the second service port 45 of the pressurization module 50.

[0106] The distribution block 1 ensures the movement of the legs LP, LA of the landing gears LGP, LGa between the retracted position and the extended position, and the movement of the hatches TP, Ta of the landing gears LGP, LGA between the closed position and the open position.

[0107] The isolation of the hydraulic distribution circuit from the supply port of the hydraulic supply circuit H of the aircraft A can, if necessary, be ensured by an element external to the distribution block 1, and the unlocking of the legs LP, LA and the hatches TP, TA can be ensured by connecting the retraction chambers of the third and fourth actuators to the first connection port 58 of the pressurization module 50.

[0108] [Fig.4B] illustrates a second embodiment of the distribution block, designated 1', in which said distribution block 1' is an assembly, in series, of the module initial 10, of the emergency module 30, of the pressurization module 40 of the ALb Al2 chambers of the first AL actuators, and of the terminal module 70: • the return port 32 and the power supply port 33 of the backup module 30 are plugged respectively into the first service port 14 and the second service port 15 of the initial module 10; • the return port 42 and the supply port 43 of the pressurization module 40 are plugged respectively into the first service port 34 and the second service port 35 of the backup module 30; and • the first closure port 72 and the second closure port 73 of the terminal module 70 are plugged respectively into the first service port 44 and the second service port 45 of the pressurization module 50.

[0109] The distribution block 1' ensures the movement of the legs LP, LA of the landing gears LGP, LGa between the retracted position and the extended position, and the free movement of the legs LP, LA and the hatches TP, TA respectively towards the extended position and the open position.

[0110] The movement of the hatches TP, TA between the closed and open position can be ensured by connecting the chambers of the second actuators AT to the first and second connection ports 48, 49 of the pressurization module 40.

[0111] [Fig.4C] illustrates a third embodiment of the distribution block, designated 1”, in which said distribution block 1” is an assembly, in series, of the initial module 10, of the pressurization module 50 of the chambers of the second actuators AT of the hatches TP, TA, of the pressurization module 40 of the chambers of the first actuators Al of the legs LP, LA, of the pressurization module 60 of the retraction chambers of the third and fourth locking actuators of the legs LP, LA and of the hatches TP, TA and of the terminal module 70: • the return port 52 and the supply port 53 of the pressurization module 50 are plugged respectively into the first service port 14 and the second service port 15 of the initial module 10; • the return port 42 and the supply port 43 of the pressurization module 40 are plugged respectively into the first service port 54 and the second service port 55 of the pressurization module 50; • the return port 62 and the supply port 63 of the pressurization module 60 are plugged respectively into the first service port 44 and the second service port 45 of the pressurization module 40; and • the first closure port 72 and the second closure port 73 of the terminal module 70 are plugged respectively into the first service port 64 and the second service port 65 of the pressurization module 60.

[0112] The 1” distribution block ensures the movement of the LP, LA legs of the landing gears LGP, LGa between the retracted position and the extended position, the movement of the TP, Ta hatches between the closed position and the open position, and the unlocking of the LP, LA legs and the TP, TA hatches.

[0113] It will be noted that the distributors D40, D50, D60 of the pressurization modules 40, 50, 60 operate in parallel (the first and second service ports are permanently connected respectively to the return and supply ports, whatever the position of their drawer T40, T50, T60) and that, on the contrary, the distributors D20, D30 of the isolation 20 and emergency 30 modules operate in series (the second service port is not always connected to the supply port depending on the position of their drawer T20, T30).

[0114] With reference to Figures 5A-5C, the series operation of the isolation modules 20 and backup modules 30 can be adopted by pressurization modules.

[0115] [Fig.5A] illustrates a pressurization module 40' and a pressurization module 50' which are respectively first variants of the pressurization module 40 and the pressurization module 50.

[0116] The pressurization module 50' differs from the pressurization module 50 in that the second main face 51.2 is provided with a third hydraulic service port 56' connected to the fourth orifice of the distributor D50 and to the first connection port 58. The third service port 56' is here arranged between the first service port 54 and the second service port 55, said first, second and third service ports 54, 55, 56' being aligned. It will be noted that the third service port 56' and the first service port 54 are here spaced by a predetermined distance.

[0117] The pressurization module 40' differs from the pressurization module 40 in that the first main face 41.1 is provided with a hydraulic control port 46' connected to the second orifice of the distributor D40, said second orifice no longer being connected to the supply port 43. The third service port 46' is here arranged between the first service port 42 and the second service port 43, said first, second and third service ports 42, 43, 46' being aligned. It will be noted that the third service port 46' and the first service port 42 are here spaced apart by a distance equal to the distance d' so that the first, second and third service ports 42, 43, 46' of the pressurization module 40' are pluggable into the first, second and third service ports 54, 55, 56' of the pressurization module 50'.

[0118] As illustrated in [Fig.5A], the series operation of the pressurization module 40' and the pressurization module 50' makes it possible to supply the extension chambers A li and the retraction chambers AL2 of the first actuators AL of the legs LP, LA on the condition that the extension chambers An of the second actuators AT of the hatches TP, Ta are themselves supplied.

[0119] Figures 5B and 5C illustrate a 40” pressurization module and a 50” pressurization which are respectively second variants of the 40 pressurization module and the 50 pressurization module.

[0120] The pressurization module 50” differs from the pressurization module 50 in that the second main face 51.2 is provided with a third service port 56' and a fourth hydraulic service port 57' connected respectively to the fourth orifice of the distributor D50 and to the second service port 55. The third and fourth service ports 56”, 57” are here arranged between the first service port 54 and the second service port 55, said first, second, third and fourth service ports 54, 55, 56', 57' being aligned.

[0121] The pressurization module 40' differs from the pressurization module 40 in that the first main face 41.1 is provided with a first control port 46” and a second hydraulic control port 47” connected to the second orifice of the distributor D40, said second orifice no longer being connected to the supply port 43. The first and second control ports 46”, 47” are here arranged between the first return port 42 and the supply port 43, said first, second, third and fourth service ports 42, 43, 46', 47' being aligned.

[0122] As illustrated in Figures 5B and 5C, the 40” pressurization module and the 50” pressurization module are not pluggable here but assembled by means of through-connection coils BT and blind connection coils Bb to allow, depending on their arrangement, parallel operation ([Fig.5B]) or series operation ([Fig.5C]) of said 40” pressurization module and said 50” pressurization module. The through-connection coils BT and blind connection coils Bb are known in themselves and will not be detailed here.

[0123] With reference to [Fig.5B], the arrangement of the BT connection coils, Bb is as follows: • the return port 42 of the pressurization module 40'' is connected to the first service port 54 of the pressurization module 50” by a through-connection coil BT ensuring a fluid connection between said return port 42 and said first service port 54; • the power supply port 43 of the pressurization module 40'' is connected to the second service port 55 of the pressurization module 50" by a BT through connection coil ensuring a fluid connection between said power supply 43 and said second service port 55; • the first control port 46'' of the pressurization module 40'' is connected to the third service port 56” by a blind connection coil Bb preventing any fluid connection between said first control port 46'' and said third service port 56”; and • the second 47” control port of the 40'' pressurization module is connected to the fourth service port 57” by a BT through connection coil ensuring a fluid connection between said second control port 47” and said fourth service port 57”.

[0124] Such an arrangement allows parallel operation of the 40” pressurization module.

[0125] With reference to [Fig.5C], the arrangement of the BT connection coils, Bb is as follows: • the return port 42 of the pressurization module 40'' is connected to the first service port 54 of the pressurization module 50” by a through-connection coil BT ensuring a fluid connection between said return port 42 and said first service port 54; • the power supply port 43 of the pressurization module 40 is connected to the second service port 55 of the pressurization module 50” by a BT through connection coil ensuring a fluid connection between said power supply 43 and said second service port 55; • the first control port 46'' of the pressurization module 40'' is connected to the third service port 56” by a through-connection coil BT ensuring a fluid connection between said first control port 46” and said third service port 56”; and • the second control port 47” of the pressurization module 40'' is connected to the fourth service port 57” by a blind connection coil Bb preventing any fluid connection between said second control port 47” and said fourth service port 57”.

[0126] Such an arrangement allows series operation of the 40” pressurization module.

[0127] Of course, the invention is not limited to the embodiment described but encompasses any variant falling within the scope of the invention as defined by the claims.

[0128] The invention is not limited to an application to the control of landing gear or even to use on aircraft.

[0129] The number of modules constituting the distribution block 1, 1', 1” may be different from those illustrated.

[0130] The initial module 10, like the terminal module 70, can be integrated into one of the modules 20, 30, 40, 40', 50, 50', 60.

[0131] Although the assembly of the modules 10, 20, 30, 40, 40', 50, 50', 60, 70 is here carried out by plugging or by means of connection coils, any other means can be used to ensure a sealed connection between the different modules. A flat joint can for example be arranged between the first main face of one of the modules and the second main face of another of the modules.

[0132] The series operation of the pressurization modules 40', 40” can be applied, if necessary, to the other modules 20, 30, 50, 60.

Claims

Claims

1.

2. Modular hydraulic distribution block (1, 1', 1”) for system for actuating at least one landing gear (LGP, LGA) of an aircraft (A) comprising a leg (LA, LT) movable between an extended position and a retracted position in a hold (SP, SA) which is closed by at least one hatch (TP, TA), the modular block comprising a series assembly of a plurality of hydraulic modules (10, 20, 30, 40, 50, 60, 70), each module being delimited by a housing (11, 21, 31, 41, 51, 61, 71) comprising hydraulic connection interfaces (14, 15, 22, 23, 24, 25, 32, 33, 34, 35, 42, 43, 44, 45, 52, 53, 54, 55, 62, 63, 64, 65, 72, 73) to at least one adjacent module and fixing interfaces relative to the adjacent module, the plurality of hydraulic modules comprising: an initial module (10) comprising a first hydraulic port (12) and a second hydraulic port (13) arranged to respectively connect the modular distribution block to a hydraulic supply circuit (H) of the aircraft; a first pressurization module (40) of an extension chamber (ALi) and a retraction chamber (AL2) of a first actuator (AL) dedicated to the movement of the leg between the extended position and the retracted position, the first pressurization module comprising a first hydraulic distributor (D40) and at least one first electrical port (47) for controlling the first hydraulic distributor; and a terminal module (70) arranged to close the hydraulic connection interfaces of the hydraulic module upstream of the terminal module. Modular hydraulic distribution block (1, 1', 1”) according to resale dication 1, wherein the hydraulic modules further comprise a second pressurization module (50) of an extension chamber (ATi) and a retraction chamber (AT2) of a second actuator (AT) dedicated to moving the hatch between an open position and a closed position, the second pressurization module comprising a second hydraulic distributor (D50) and at least one second port electric (57) for controlling the second hydraulic distributor.

3. Modular hydraulic distribution block (1, 1', 1”) according to claim 1 or 2, wherein the hydraulic modules further comprise a third pressurization module (60) of a retraction or extension chamber of a third actuator dedicated to unlocking the leg in the retracted position, and of a retraction or extension chamber of a fourth actuator dedicated to unlocking the hatch in the closed position, the third pressurization module comprising two third hydraulic distributors (Dgo.i, D60.2) and at least one third electrical port (67) for controlling the third hydraulic distributors.

4. Modular hydraulic distribution block (1, 1', 1”) according to any one of the preceding claims, wherein the hydraulic modules further comprise an isolation module (20) arranged to selectively cut off the hydraulic module(s) downstream of the isolation module from the hydraulic supply circuit, the isolation module comprising a hydraulic distributor (D20) and at least one electrical port (27) for controlling this hydraulic distributor.

5. Modular hydraulic distribution block (1, 1', 1”) according to any one of the preceding claims, wherein the hydraulic modules further comprise an emergency module (30) arranged to selectively connect the extension chambers (ALb An) of the first and second actuators (AL, AT) to a return port (HR) of the hydraulic supply circuit so as to allow the leg and the hatch to move freely to the extended position and the open position respectively, the emergency module comprising a hydraulic distributor (D30) and at least one electrical port (37) for controlling this hydraulic distributor.

6. Modular hydraulic distribution block (1, 1', 1”) according to any one of the preceding claims, wherein the hydraulic connection interfaces (14, 15, 22, 23, 24, 25, 32, 33, 34, 35, 42, 43, 44, 45, 52, 53, 54, 55, 62, 63, 64, 65, 72, 73) of each of the modules (10, 20, 30, 40, 50, 60, 70) are arranged to hydraulically connect the module to an adjacent module by its assembly with said adjacent module to form the distribution block (1, 1', 1”).

7. Modular hydraulic distribution block (1, 1', 1”) according to any one of the preceding claims, in which the distributor (D40, D5o, D6o) of at least one of the hydraulic modules is arranged to operate in parallel.

8. Modular hydraulic distribution block (1, 1', 1”) according to any one of the preceding claims, wherein the distributor (D20, D30) of at least one of the modules is arranged to operate in series.

9. Aircraft (A) comprising at least one landing gear comprising a leg movable between an extended position and a retracted position in a hold which is closed by at least one hatch, the aircraft further comprising a system for actuating the leg and the hatch, the actuating system comprising a modular hydraulic distribution block (1, 1', 1”) according to any one of the preceding claims.

10. A method of manufacturing modular hydraulic distribution blocks (1, 1', 1”) for aircraft (A) according to claim 9, the method comprising the following steps: a. manufacturing hydraulic modules according to claims 1 to 5; b. selecting modules from the manufactured modules according to the architecture and configuration desired for each aircraft (A); and c. assembling the selected modules to form the modular hydraulic distribution block of each aircraft (A).

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