AIRCRAFT COMPRISING AN IMPROVED SYSTEM FOR CONTROLLING THE THRUST REVERSE OR FOR OPENING AND CLOSING ENGINE COVERS.

Abstract

The invention relates to an aircraft (100) comprising a hydraulic control system (1) for actuators (10) of one or more thrust reversers (11) of an aircraft engine (100) arranged in a propulsion system (101) of the aircraft. The hydraulic control system (1) comprises a hydraulic pressure generation assembly (12) dedicated to the hydraulic control of the actuators (10) and a hydraulic control controller device (14) dedicated to the hydraulic control of the actuators (10). Advantageously, this makes it possible to increase the reliability and longevity of the engine thrust reverser (11) control system, reduce the weight of the aircraft, and simplify the hydraulic control and power generation circuits, making them independent of the other hydraulic circuits of the aircraft (100). Fig. 1

Description

Title of the invention: AIRCRAFT COMPRISING AN IMPROVED SYSTEM FOR CONTROLLING A THRUST REVERSE OR FOR OPENING AND CLOSING ENGINE COVERS. technical field

[0001] The present invention relates to an aircraft comprising an improved hydraulic control system for aircraft thrust reversers. PREVIOUS STATE OF THE ART

[0002] Aircraft thrust reversers (also frequently called "reverse" systems) are systems that temporarily redirect the thrust of an aircraft's engines forward to perform braking after landing, utilizing engine thrust. There are various engine thrust reverser system architectures, including different control systems, such as hydraulic or electrical. While hydraulically controlled systems are simple and reliable, they require the use of pumps driven by engine power and numerous pipes. Electrically controlled systems, which are lighter than hydraulic systems, are more dependent on the reliability of the electrical and electronic components used, and their maintenance is sometimes complicated by the risk of these components becoming obsolete.

[0003] The situation can be improved. Description of the invention

[0004] An object of the present invention is to provide an aircraft comprising a hydraulic engine thrust reversal control system that overcomes at least some of the drawbacks of the prior art.

[0005] To this end, an aircraft is proposed comprising two wings under which are respectively arranged two aircraft propulsion systems, the aircraft being arranged such that each of the propulsion systems includes a hydraulic control system for actuators of one or more engine thrust reversers or of one or more actuators for opening and closing aircraft engine cowlings, each of said hydraulic systems comprising: - a hydraulic pressure generation assembly dedicated to said hydraulic control of said actuators, and, - a hydraulic control and generation controller device dedicated to said hydraulic control of said actuators.

[0006] Such an aircraft architecture including a hydraulic engine thrust reverser control system as previously described makes it possible to increase the reliability and longevity of the engine thrust reverser control system, to reduce the weight of the aircraft, and to simplify the hydraulic control and generation circuits made independent of the other hydraulic circuits of the aircraft which carries the system.

[0007] The aircraft comprising the hydraulic control system according to the invention may further have the following optional characteristics, considered alone or in combination:

[0008] - The hydraulic pressure generation assembly of the control system includes at least one hydraulic control fluid reservoir, a hydraulic control fluid pressurization pump, a hydraulic control fluid filter, a hydraulic control fluid pressure accumulator reservoir and a pressure limiting circuit in the accumulator reservoir, the pump being configured to be controlled by the dedicated hydraulic control and generation controller device.

[0009] - The dedicated controller device of the control and generation system hydraulics includes at least one communication interface with an aircraft avionics controller.

[0010] - The hydraulic control system further comprises at least two valves hydraulic pressure steering control (of a hydraulic fluid under pressure), of which one, the first valve, is configured to control an activation or deactivation of a transmission of hydraulic pressure to said actuators, and the other, the second valve, is configured to control an operation of deployment and retraction of said thrust reverser(s) by directing the hydraulic pressure (of the hydraulic fluid under pressure) in the actuators, the first and second valves being configured to be controlled by the hydraulic control and generation controller device dedicated to the engine thrust reverser control system. Brief description of the drawings

[0011] [Fig-1] schematically illustrates a hydraulic thrust reverser control assembly of an aircraft connected to aircraft thrust reverser actuators, according to one embodiment;

[0012] [Fig.2] schematically illustrates implementation details of a set of generation of hydraulic pressure from the hydraulic control assembly already shown in [Fig.1], according to one embodiment;

[0013] [Fig.3] schematically illustrates an aircraft comprising an engine thrust reversal assembly, according to one embodiment; and,

[0014] [Fig.4] is an illustration of a control device for the control circuit and hydraulic generation already represented in [Fig.1], according to one embodiment;

[0015] DETAILED STATEMENT OF IMPROVEMENTS

[0016] Figure 1 schematically represents a REVS 1 hydraulic control system designed to control two thrust reverser actuators 10 of an aircraft engine, according to one embodiment. In the described embodiment, the two actuators 10 are double-acting hydraulic cylinders, each mechanically connected to an articulated thrust reverser mechanism 11. For example, the thrust reverser mechanisms 11, also called thrust reverser mechanisms 11, are articulated or movable, reinforced covers that direct a portion of the exhaust flow from an aircraft engine forward to apply braking, particularly after the aircraft has landed.According to one embodiment, the REVS 1 hydraulic control system is further provided for controlling actuators arranged for opening and closing one or more engine cowlings of the aircraft on which it is installed, for example to simplify maintenance operations when the aircraft is on the ground.

[0017] The term "forward" here refers to the direction in which the aircraft moves in flight. In one embodiment, the hydraulic thrust reversal control system 1 is controlled by a CTRL controller 14 dedicated to the thrust reversal function, from an AV 1000 avionics controller, via a bidirectional communication link or bus 14i. The CTRL controller 14 is also referred to herein as the "hydraulic control and generation" controller of the hydraulic thrust reversal control system 1. This configuration is not limited, and the controller 14 could be connected to two or more avionics modules, particularly for redundancy and, consequently, to ensure the reliability of the thrust reversal functions.The use of several avionics modules connected to the controller device 14 can also be linked to the overall architecture of the aircraft and the distribution of avionics functions among several avionics modules. According to one embodiment, the actuators 10 are moved in translation to operate a deployment (or activation, or extension) of the thrust reversers 11 by applying hydraulic pressure, and therefore by the displacement of a pressurized hydraulic fluid, via their hydraulic inlets connected to a hydraulic line lo of the hydraulic control system 1. Conversely, the actuators 10 are moved in translation to operate a retraction (or deactivation, or stowage) of the thrust reversers 11 by applying hydraulic pressure, and therefore by the. The movement of pressurized hydraulic fluid is controlled by the actuators 10 via their hydraulic inlets connected to a hydraulic line li of the hydraulic control system 1. Thus, when hydraulic fluid is moved into and towards the actuators 10 via the hydraulic line lo, it is extracted via the hydraulic line li, and vice versa. In one embodiment, a position signal 10' delivered by each of the actuators 10 provides the controller CTRL 14 with information representing the position of the actuator 10 in question (inlet, outlet, or an intermediate position). The movements of pressurized hydraulic fluid in the hydraulic control system 1 are controlled by the dedicated controller device 14, which controls at least one hydraulic pressure generation unit GEN 12 as well as two valves 16 and 18 for directing the hydraulic fluid from the hydraulic pressure generation unit 12.The controller device 14 is configured to control the hydraulic pressure generation unit 12 via a communication bus 12c. It further controls the valve 16 via a communication bus 16c and the valve 18 via a communication bus 18c. In one embodiment, the communication buses 12c, 16c, and 18c are bidirectional communication buses suitable for exchanging control signals and / or messages according to predetermined protocols. These protocols are not detailed in this description as they are not necessary for understanding the invention.The valve 16, also called the "IV" valve (from the English "Isolation Valve"), is arranged to transmit a hydraulic fluid under pressure, available from an outlet pipe 12o of the hydraulic pressure generation assembly 12, to the valve 18, arranged to alternately direct the hydraulic fluid into the two actuators 10 (double-acting cylinders), so as to operate a deployment or retraction of the thrust reversers 11. Thus, the valve 16 is configured to operate a hydraulic pressure transmission between its inlet connected to the pipe 12o and one of its outlets connected to a pipe 16o to which is connected an inlet of the valve 18, also called the "DCV" valve (from the English "Directional Control Valve").When valve 16 is not configured to transmit hydraulic pressure to its outlet connected to pipe 16o, it transmits this pressure to the inlet pipe 12i of the hydraulic pressure generation assembly 12, which pipe then operates as a return pipe to the hydraulic pressure generation assembly 12. With regard to valve 18, a first configuration, established under the control of the controller device 14, connects the inlet pipe 16o of valve 18 to the pipe lo connected to the actuators 10, and also connects the pipe li connected to the actuators 10 to the inlet 12i of the hydraulic pressure generation assembly 12. This first configuration corresponds to a displacement of the pressurized hydraulic fluid for the purpose of deployment of the. Thrust reversers (translation of the actuator rods 10). Also connected to valve 18, a second configuration, also controlled by controller 14, connects the inlet pipe 16o of valve 18 to the pipe li connected to the actuators 10, and also connects the pipe lo connected to the actuators 10 to the inlet 12i of the hydraulic pressure generation assembly 12. This second configuration corresponds to a displacement of pressurized hydraulic fluid for the purpose of retracting the thrust reversers (translation of the actuator rods 10). The CTRL controller 14 is considered a controller dedicated to the engine thrust reversal function and to the opening and closing of engine cowlings (for maintenance purposes), as it does not interfere with any other function of aircraft 100.Thus, the controller device 14 controls the deployment and retraction of the thrust reversers 11 based on local signals related to the thrust reversing function (signals from pressure sensors, position sensors, load sensors, etc.) and information obtained from the avionics module 1000 (for example, the control position of the thrust reversers in the cockpit). In one embodiment, the CTRL controller device 14 is configured to also transmit information representative of the state of the engine thrust reversing system 1 by sending messages to the aircraft avionics after analyzing signals from pressure, load, deployment speed, or retraction speed sensors of one or more thrust reversers, for example.

[0018] Figure 2 schematically illustrates implementation details of the hydraulic pressure generation assembly 12, hereinafter referred to as assembly GEN 12. Assembly GEN 12 comprises a hydraulic fluid reservoir 121 whose outlet is connected to the inlet of a hydraulic pump 122. The outlet of the hydraulic pump 122 is connected to the inlet of a hydraulic filter 123. The outlet of the hydraulic filter 123 is connected on one side to a hydraulic fluid buffer tank 124, the pressure of which is established by the controlled activation of the hydraulic pump 122, and on the other side to the outlet line 12o of assembly GEN 12. Furthermore, the inlet (or return) line 12i of assembly GEN 12 is connected to an inlet of the hydraulic fluid reservoir 121, also referred to as the hydraulic fluid return inlet.In addition, a pressure limiting module (or hydraulic circuit) 125 regulates the pressure established in the buffer tank 124 under the effect of the hydraulic pump 122. The pressure limiting module 125 is connected between a branch 125o of the outlet line 12o of the GEN assembly 12 and a branch 125i of the inlet (or return) line 12i of the GEN assembly 12. The module 125 is configured to release hydraulic fluid from the tank to the line 12i. The hydraulic pump 122 is activated and deactivated by the controller device 14 via the bidirectional communication bus 12c. The hydraulic pump 122 is controlled by the controller device 14, which also controls other operating parameters of the hydraulic pump 122, such as its speed or its hydraulic outlet pressure.

[0019] Figure 3 schematically illustrates an example of the implementation of the hydraulic control assembly 1 in an aircraft 100. According to the example described, the hydraulic control assembly 1 is advantageously arranged in a propulsion assembly 101, also called the propulsion system 101. The propulsion system 101 comprises an aircraft engine pylon, a nacelle, and an aircraft engine, for example, a turboprop engine. In one embodiment, the hydraulic control assembly 1 is arranged in a nacelle of an engine of the aircraft 100 and is configured to control two thrust reversers of that engine. In another embodiment, the aircraft 100 comprises two wings extending laterally from a central fuselage, under each of which is arranged a propulsion system 101 comprising a hydraulic control assembly such as the hydraulic control assembly 1.

[0020] Such an arrangement cleverly limits the components required for the operation of the hydraulic thrust reverser control circuit, since the entire hydraulic pressure generation system is local and dedicated to the thrust reverser control system of the engine in question, and possibly to the hydraulic opening and closing of one or more engine cowlings of the aircraft; that is, it is independent of any other hydraulic pressure generation system of the aircraft. Furthermore, the use of the dedicated CTRL 14 controller device, operating under the supervision of at least one remote avionics module, also simplifies the overall architecture of the systems necessary for the thrust reverser function of the engine in question.According to one embodiment, the hydraulic control system 1, comprising the dedicated hydraulic pressure generation assembly 12 and the dedicated controller device 14, controls, in addition to the deployment and retraction of the thrust reversers 11, a locking and unlocking of the thrust reversers 11 in the retracted position and optionally in the deployment position. The dedicated controller device 14 is configured to control these locking and unlocking operations.

[0021] Regarding the deployment of the thrust reversers:

[0022] An example of implementation of the hydraulic control system 1, to operate a deployment of the thrust reversers 11, according to one embodiment, is described below.

[0023] Prior to the landing of aircraft 100, a descent of aircraft 100 or a landing gear extension of aircraft 100 is detected by the AV 1000 avionics module, which then sends information representative of the context of an imminent landing of aircraft 100 to the controller device 14. The controller device 14 then activates the hydraulic pump 122 of the hydraulic pressure generation assembly 12, and a nominal useful hydraulic pressure is then available in the hydraulic control system 1, in particular at the inlet of the valve 16.If the deployment conditions are met (for example: the thrust reversers 11 are detected in the retracted (stowed) position and one or more safety interlocks are normally positioned and operational), then the avionics module 1000 transmits to the controller device 14 a command to deploy the thrust reversers 11 when it detects an activation of the thrust reversing system by a pilot of the aircraft 100. According to one embodiment, such a command is detected by a first predetermined position of one or more elements of the engine speed control lever located in the cockpit.With the required hydraulic pressure available at the outlet of the hydraulic pressure generation assembly 12, the controller device 14 activates valve 16 "IV" to transmit the hydraulic pressure to valve 18 "DCV" and controls valve 18 "DCV" to direct the hydraulic pressure to the actuators 10 according to the deployment configuration. Advantageously, the hydraulic pressure is dynamically controlled to account for pressure variations, head losses, wear of the hydraulic systems, and potential corrosion. Pressure sensors and other elements useful for hydraulic pressure control are not described in further detail here, as they are not necessary for understanding the invention.

[0024] Regarding the retraction of the thrust reversers:

[0025] An example of the implementation of the control system 1, for operating a retraction of the thrust reversers 11, according to one embodiment, is described below.

[0026] When the avionics module 1000 detects that the aircraft 100 is on the ground at a controlled speed, that the thrust reversers 11 are normally deployed, and that a pilot has requested the retraction of the thrust reversers 11 via a second predetermined position of one or more elements of the engine speed control lever located in the cockpit, the avionics module 1000 sends information representative of the context of a full landing to the controller device 14. With the hydraulic pump 122 already activated, a hydraulic pressure The nominal useful pressure is then available in the hydraulic control system 1, specifically at the inlet of valve 16. If the retraction conditions are met (for example, if the thrust reversers 11 are detected in the deployed position), then the avionics module 1000 transmits a retraction command for the thrust reversers 11 to the controller device 14. The controller device 14 then controls valve 18 to direct the pressurized hydraulic fluid to the actuators 10 according to the retraction configuration. Finally, when the thrust reversers 11 are detected in the retracted position, the controller device 14 controls valve 16 to hydraulically isolate the hydraulic pressure generation assembly 12 from the actuators 10.

[0027] It should be noted that these examples of sequencing operations of the hydraulic control system 1 are not limiting. For example, a sequence of deployment of the thrust reversers 11, then their retraction, can be carried out during an interruption of a takeoff phase of the aircraft 100 in the event that a precondition for takeoff is not met before the aircraft 100 reaches its predetermined rotation speed.

[0028] Figure 4 schematically illustrates an example of the internal architecture of the device CTRL 14 controller for hydraulic control and generation, of hydraulic control system 1 and dedicated to this system.

[0029] According to the hardware architecture example shown in [Fig.4], the hydraulic control controller device 14 then comprises, connected by a communication bus 140: a processor or CPU (“Central Processing Unit”) 141; a RAM (“Random Access Memory”) 142; a ROM (“Read Only Memory”) 143; a storage unit such as a hard disk drive (or a storage media reader, such as an SD card reader (“Secure Digital”) 144; a power and communication interface module 145 enabling the CTRL hydraulic control controller device 14 to communicate with remote devices, such as avionics devices, sensors or hydraulic circuit actuators (pump, pressure sensors, pressure limiters, valves, etc.) and to operate a distribution of the electrical power required by the various elements present in the thrust reversing system 1. .

[0030] The processor 141 of the hydraulic control circuit controller device 14 is capable of executing instructions loaded into the RAM 142 from the ROM 143, external memory (not shown), a storage medium (such as an SD card), or a communication network. When the hydraulic control circuit controller device 14 is powered on, the processor 141 is capable of reading instructions from the RAM 142 and executing them. These instructions form a computer program causing the implementation, by the processor 141 of the hydraulic control controller device 14, of all or part of a method for controlling the engine thrust reversers of the hydraulic control system 1, in particular from information obtained from one or more remote controllers or avionics modules.

[0031] All or part of such a hydraulic control method for the engine thrust reversers 11 can then be implemented in software form by executing a set of instructions by a programmable machine, for example a DSP (Digital Signal Processor) or a microcontroller, or be implemented in hardware form by a dedicated machine or component, for example a FPGA (Field-Programmable Gate Array) or an ASIC (Application-Specific Integrated Circuit). In general, the hydraulic control circuit controller device 14 comprises electronic circuitry configured to implement a control method for aircraft engine thrust reversers controlled by the hydraulic control system 1 described.Obviously, the controller device 14 also includes all the elements usually present in an electronic system comprising a control unit and its peripherals, such as a power supply circuit, a power supply monitoring circuit, one or more clock circuits, a reset circuit, input / output ports, interrupt inputs, bus drivers, this list being non-exhaustive.

Claims

Demands

1. Aircraft (100) comprising two wings under which are respectively arranged two aircraft propulsion systems (101), said aircraft being characterized in that each of said propulsion systems (101) comprises a hydraulic control system (1) for actuators (10) of one or more engine thrust reversers (11) or of one or more aircraft engine cowling opening and closing actuators (100), each of the hydraulic control systems comprising: - a hydraulic pressure generation assembly (12) dedicated to said hydraulic control of said actuators (10), and, - a hydraulic control controller device (14) dedicated to said hydraulic control of said actuators (10).

2. Aircraft (100) according to claim 1, wherein said hydraulic pressure generation assembly (12) comprises at least one hydraulic control fluid reservoir (121), a hydraulic pressurization pump (122) for said hydraulic control fluid, a filter (123) for said hydraulic control fluid, a pressure accumulator tank (124) for said hydraulic control fluid and a pressure limiting module (125) for said accumulator tank (124), said pump (122) being configured to be controlled by said dedicated hydraulic control controller device (14).

3. Aircraft (100) according to any one of claims 1 and 2, wherein said dedicated controller device (14) comprises at least one communication interface (14i) with an avionics controller (1000) of the aircraft (100).

4. Aircraft (100) according to any one of claims 1 to 3, further comprising at least two hydraulic pressure steering control valves (16, 18), one of which, the first valve (16), is configured to control the activation or deactivation of a hydraulic pressure transmission to said actuators (10), and the other, the second valve (18), is configured to control the deployment and retraction of said thrust reverser(s) (11) by directing said pressure hydraulic in said actuators (10), said first and second valves (16, 18) being configured to be controlled by said dedicated hydraulic control controller device (14).