Thrust reverser actuation system, comprising a single tertiary lock

Abstract

An actuation system (6) for an aircraft thrust reverser (1), comprising secondary actuators (8a, 8b) each including a moving element (16), a primary actuator (7; 307) and a transmission mechanism, the transmission mechanism preventing any movement of each of the moving elements when the movement of at least one of the other moving elements is prevented, the actuation system includes a single tertiary lock (30) controllable to switch between a locked and an unlocked mode, the tertiary lock in the locked mode being arranged to prevent the movement of each of the moving elements (16; 316) and thus lock each moving part (4a, 4b) in its retracted position. Figure 1

Description

Title of the invention: Thrust reverser actuation system, comprising a single tertiary lock

[0001] The invention relates to the field of actuation of aircraft thrust reversers.

[0002] BACKGROUND

[0003] Climate change is a major concern for many legislative and regulatory bodies worldwide. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies both to new types of aircraft and to those already in service, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively working for several years now to contribute to the fight against climate change. Technological research efforts have already led to very significant improvements in the environmental performance of aircraft.The Applicant takes into account the factors impacting all phases of design and development to obtain aeronautical components and products that are less energy-intensive, more environmentally friendly, and whose integration and use in civil aviation have moderate environmental consequences, with the aim of improving aircraft energy efficiency. Consequently, the Applicant continuously works to reduce its negative climate impact by employing methods and operating virtuous development and manufacturing processes that minimize greenhouse gas emissions to the absolute minimum possible, thereby reducing the environmental footprint of its activities.This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly through the materials used and lighter onboard equipment, the development of the use of electric technologies for propulsion and, as essential complements to technological progress, aviation biofuels.

[0004] Modern aircraft are therefore increasingly incorporating electrical (and electromechanical) on-board systems which offer many advantages and which in particular allow for a reduction in mass and thus improve the carbon footprint of aircraft.

[0005] The nacelle of an aircraft turbojet engine is very conventionally equipped with a thrust reverser which includes moving parts (doors, cowlings, etc.). Deployment Simultaneous movement of the moving parts allows part of the gas flow produced by the turbojet to be directed forward, thus slowing the aircraft down on the ground and reducing landing distances.

[0006] Traditionally, moving parts are moved by a hydraulic actuation system. However, it is known to use an electrical actuation system for the thrust reverser, which makes it possible to reduce the overall mass of the aircraft when the latter opts for electrical power distribution.

[0007] A prior art thrust reverser with gates is known, which includes two gates each movable between a deployed position and a retracted position by a separate mechanical actuator (gate drive cylinder), the two cylinders being connected to the same controllable electric motor to simultaneously drive the two cylinders and therefore the two gates in the deployed or retracted position.

[0008] It is known that a failure leading to the opening in flight of a thrust reverser door is classified as a "catastrophic" failure. It is therefore essential to equip the actuation system with an interlocking device to prevent this type of failure, even in the case of simultaneous failures of several components of the actuation system.

[0009] Reliability calculations, safety analyses, and tests have demonstrated that the safety objectives specified by aircraft manufacturers based on certification documents are achieved by equipping each door with three independent latches to lock it in the retracted (closed) position. In the prior art thrust reverser just mentioned, each door is held in the closed position by two latches, each comprising an "S"-shaped hook, and by a tertiary latch. Each tertiary latch is integrated into the actuator used to move the door. The tertiary latches are, for example, similar to the one described in EP 3 593 011 Bl. The resulting actuation system is as reliable and safe as traditional actuation systems.

[0010] However, efforts are being made to further reduce the mass and size of this actuation system.

[0011] OBJECT

[0012] The invention aims to reduce the mass and size of the actuation system of an aircraft thrust reverser, in particular a thrust reverser of the gated type.

[0013] SUMMARY

[0014] To achieve this goal, an actuation system is proposed, arranged to actuate moving parts of an aircraft thrust reverser, the moving parts being independent, the actuation system comprising:

[0015] - secondary actuators each comprising a moving element arranged to be connected to a separate moving part to move it between a deployed position and a retracted position;

[0016] - a main actuator and a transmission mechanism, the main actuator being connected to the secondary actuators by the transmission mechanism and being arranged to move all moving elements simultaneously, so as to move all moving parts simultaneously to their respective deployed position, or all moving parts to their respective retracted position.

[0017] The transmission mechanism is arranged to prevent any movement of each of the moving elements as soon as the movement of at least one of the other moving elements is prevented. The actuation system includes a single tertiary lock that can be controlled to switch between a locked and an unlocked mode. In the locked mode, the tertiary lock is arranged to prevent the movement of each of the moving elements and thus lock each moving part in its retracted position. In the unlocked mode, the tertiary lock is arranged to allow the simultaneous movement of each of the moving elements and thus allow the simultaneous movement of each moving part from its retracted position to its deployed position.

[0018] The transmission mechanism thus allows the moving parts of the thrust reverser to be linked in their kinematics. Thanks to this transmission mechanism, a single tertiary lock allows all the moving parts to be locked in the retracted position. Consequently, by also equipping each moving part with two primary locks, three retention means are obtained per moving part, using only one tertiary lock (and not one tertiary lock per moving part). This significantly reduces the mass and size of the thrust reverser actuation system.

[0019] An actuation system as previously described is also proposed, in which the main actuator comprises an electric motor and the secondary actuators comprise mechanical actuators.

[0020] An actuation system as previously described is further proposed, in which the tertiary lock is integrated into one of the secondary actuators and acts on the moving element of said secondary actuator.

[0021] An actuation system as previously described is further proposed, in which the transmission mechanism comprises, for each secondary actuator, a separate transmission chain linking the main actuator to said secondary actuator.

[0022] An actuation system as previously described is further proposed, comprising a first secondary actuator and a second secondary actuator, the transmission mechanism comprising a first transmission chain linking the main actuator to the first secondary actuator, and a second transmission chain linking the first secondary actuator to the second secondary actuator, the moving element of the second secondary actuator being moved by the main actuator by being driven via the first transmission chain and the second transmission chain.

[0023] An actuation system as previously described is also proposed, in which the transmission mechanism includes cardan angle gearboxes and rotating shafts.

[0024] An actuation system as previously described is further proposed, in which the main actuator comprises a solenoid valve and the secondary actuators comprise hydraulic actuators, the transmission mechanism comprising the hydraulic circuit and a mechanical synchronization device linking the secondary actuators together.

[0025] A thrust reverser is also proposed comprising an actuation system as previously described.

[0026] A thrust reverser as previously described is also proposed, said thrust reverser being of the gated reverser type.

[0027] A turbojet nacelle comprising a thrust reverser as previously described is also proposed.

[0028] The invention will be better understood in the light of the following description of particular, non-limiting embodiments of the invention. Brief description of the drawings

[0029] Reference will be made to the attached drawings, among which:

[0030] [Fig-1] [Fig.1] represents the architecture of the actuation system of an inverter of thrust according to a first embodiment;

[0031] [Fig.2] [Fig.2] represents the main actuator and the secondary actuators of the actuation system according to the first embodiment, in a transverse plane of the turbojet;

[0032] [Fig.3] [Fig.3] represents the architecture of the actuation system of an inverter of thrust according to a second embodiment;

[0033] [Fig.4] [Fig.4] represents the main actuator and the secondary actuators of the actuation system according to the second embodiment, in a transverse plane of the turbojet;

[0034] [Fig. 5] [Fig. 5] represents the architecture of the actuation system of an inverter of thrust according to a third embodiment;

[0035] [Fig.6] [Fig.6] represents the architecture of the actuation system of an inverter of thrust according to a fourth embodiment. DETAILED DESCRIPTION

[0036] With reference to Figures 1 and 2, the thrust reverser 1 of a nacelle 2 of a turbojet 3 of an aircraft comprises two doors 4a, 4b pivotally mounted on the nacelle 2, each of which is movable between a retracted (closed) position and a deployed (open) position.

[0037] The thrust reverser 1 also includes an actuation system 6 according to a first embodiment, which is arranged to simultaneously actuate the two doors 4 by moving them simultaneously from their retracted position to their deployed position, or vice versa.

[0038] The two doors 4 are independent. By "independent," it is meant that they are not mechanically connected to each other, except by the actuation system. Without the actuation system, they could be opened or closed independently of each other.

[0039] The actuation system 6 comprises a main actuator 7 and secondary actuators 8a, 8b.

[0040] The main actuator 7 here comprises an electric motor 10 (for example three-phase), a sensor 11, and a right-angle gearbox (not shown) that can fulfill the function of a multiplier.

[0041] The aircraft includes a set of power supplies 12 comprising here a single-phase AC voltage source (e.g., 115VAC), a three-phase AC voltage source (e.g., 115VAC), and a DC voltage source (e.g., 28VDC). The aircraft also includes a control unit 14 and a FADEC (Full Authority Digital Engine Control) controller 15 for the turbofan engine 3. The FADEC controller 15 comprises two channels: channel #A and channel #B.

[0042] The control unit 14 receives the direct current and three-phase alternating current, as well as control signals Sc produced by the two channels of the FADEC controller 15. The control unit 14 generates the pilot currents Ip to drive the electric motor 10 of the main actuator 7.

[0043] The sensor 11, integrated into the electric motor 10 and connected to the control unit 14, enables closed-loop control of the motor 10. The secondary actuators 8 are mechanical actuators, in this case cylinders, sometimes called "door drive cylinders". Each cylinder typically incorporates a ball screw or roller screw system.

[0044] Each cylinder 8 comprises a movable element, here a sliding rod 16. Each cylinder 8 is associated with a separate door 4. The rod 16 of said cylinder 8 is connected to said Door 4. Rod 16 is movable between two positions. When rod 16 is in the first position, door 4 is retracted. When rod 16 is in the second position, door 4 is extended.

[0045] The actuation system 6 further includes a transmission mechanism 18. The main actuator 7 is connected to the cylinders 8 by the transmission mechanism 18.

[0046] Here, the transmission mechanism 18 comprises, for each cylinder 8, a separate transmission chain 19a, 19b linking the output shaft of the electric motor 10 to said cylinder 8a, 8b (via the angle gearbox and via mechanical interfaces at the level of each cylinder 8).

[0047] The first transmission chain 19a includes at least one first right-angle cardan 20a and at least two rotating shafts 21a connected to each other via the first right-angle cardan 20a to transmit a first drive torque to the cylinder 8a.

[0048] The second transmission chain 19b includes at least one second right-angle cardan shaft 20b and at least two rotating shafts 21b connected to each other via the second right-angle cardan shaft to transmit a second drive torque to the cylinder 8b. Here, the transmission chains 19a, 19b are therefore distributed in parallel from the motor 10.

[0049] The main actuator 7, which is therefore controlled by the control unit 14, itself controlled by the FADEC controller 15, is arranged to simultaneously move the rods 16 of the two cylinders 8, so as to simultaneously move the two doors 4 to their deployed position, or the two doors 4 to their retracted position.

[0050] The electric motor 10 can thus be driven to drive the shafts 21a, 21b in a first direction and thereby simultaneously move each rod 16 of the cylinder 8 from its first extreme position to its second extreme position, which moves both doors 4 simultaneously from their retracted position to their extended position. Conversely, the electric motor 10 can be driven to drive the shafts 21a, 21b in a second direction opposite to the first and thus simultaneously move each rod 16 of the cylinder 8 from its second extreme position to its first extreme position, which moves both doors 4 simultaneously from their extended position to their retracted position.

[0051] The transmission mechanism 18 is arranged to prohibit any movement of each of the moving elements of the secondary actuators 8, when the movement of at least one of the other moving elements is prohibited.

[0052] Here, we have two secondary actuators 8 each comprising a rod 16. The transmission mechanism 18 therefore prohibits any movement of one rod 16 when the movement of the other rod 16 is prohibited (by a lock, as we shall see).

[0053] The two doors 4 are therefore mechanically linked by a mechanical chain capable of taking back the force applied on one of the cylinders 8 by the other of the cylinders 8.

[0054] The actuation system 6 further includes a locking device 22.

[0055] The locking device 22 includes first of all two sets of primary locks 23, 24: one set located on the fuselage side (inboard) and one set located on the outside side (outboard).

[0056] Each set of primary locks 23, 24 includes an electromechanical actuator comprising: - a casing mounted on a fixed structure of the nacelle 2; - an electric motor 25 integrated into the casing, which drives a sliding rod 26.

[0057] Each set of primary locks 23, 24 further includes two hooks 27a, 27b fixed to the free end of the rod 26, each hook having an "S" shape.

[0058] The main actuator 7 is powered by direct current or single-phase alternating current.

[0059] In each set of primary locks 23, 24, each hook 27a, 27b is intended to cooperate with a hooking device positioned on a separate door 4a, 4b.

[0060] Each door 4 therefore includes two hooking devices.

[0061] The rod 26 of each primary lock assembly 23, 24 is movable between two extreme positions. When the rod 26 is in the first extreme position, the two hooks 27a, 27b of the primary lock assembly 23, 24 engage the two associated latching devices of the two doors 4a, 4b, thus locking the doors 4a, 4b in the retracted position. Each hook 27a, 27b is then in a locked position. When the rod 26 is in the second extreme position, the two hooks 27a, 27b of the primary lock assembly 23, 24 do not engage the two associated latching devices of the two doors 4a, 4b, so that the primary lock assembly 23, 24 does not prevent the doors 4 from extending. Each hook 27a, 27b is then in an unlocked position.

[0062] The two hooks 27a, 27b of each set of primary locks 23, 24 thus constitute two primary locks. In each set of primary locks 23, 24, one of the primary locks 27a, 27b of said set locks one of the doors 4 in the retracted position and the other locks the other door 4 in the retracted position.

[0063] The first locking means therefore comprise two primary locks per door: the two hooks 27a for door 4a and the two hooks 27b for door 4b.

[0064] The first locking means further include a single tertiary lock 30.

[0065] The tertiary lock 30 includes a movable element (not shown) that can be moved between a locked position and an unlocked position. The tertiary lock 30 can therefore be controlled to switch between a locked and an unlocked mode.

[0066] The tertiary lock 30 is here integrated into the secondary actuator 8a and acts on the rod 16 of the secondary actuator 8a.

[0067] The tertiary lock 30 is for example similar to that described in document EP 3 593 011 Bl.

[0068] The tertiary lock 30, in the locked mode, blocks the rod 16 of the cylinder 8a. The effect of this blockage is transmitted to the rod 16 of the other cylinder 8b by the transmission mechanism 18 which prevents the movement of one rod 16 when the other rod 16 is blocked.

[0069] Thus, the tertiary lock 30, in the locking mode, prohibits the movement of each of the rods 16 of the cylinders 8a, 8b and thus prohibits the movement of the doors 4a, 4b from their respective retracted position to their respective deployed position.

[0070] The tertiary lock 30, in the unlocked mode, allows the movement of the rod 16 of the cylinder 8a. The rod 16 of the other cylinder 8b is therefore no longer blocked. Thus, the tertiary lock 30, in the unlocked mode, allows the movement of each of the rods 16 of the cylinders 8a, 8b and thus allows the simultaneous movement of the doors 4a, 4b from their respective retracted positions to their respective deployed positions.

[0071] The mechanical transmission chain 18 described herein therefore forms a retention path which includes the two chains 19a, 19b, and the mechanical interfaces with the cylinders 8 and the electric motor 10.

[0072] The actuation system 6 also includes sensors 31a, 31b, 32a, 32b for verifying that the hooks 27a, 27b of the primary locks 23, 24 are in the locked position. As previously mentioned, the door retention function performed by the primary locks 23, 24 is a fundamental function, and it is necessary that each hook 27a, 27b be monitored individually. Therefore, it is monitored that, when the thrust reverser 1 is closed, the hooks 27a, 27b are indeed in the locked position, and thus that the doors 4 are properly locked in the retracted position.

[0073] These sensors comprise, for each door 4a, 4b, a sensor 31a, 31b located on the fuselage side (inboard) and a sensor 32a, 32b located on the outside (outboard). Sensor 31a is associated with hook 27a of the primary locking assembly 23. Sensor 32a is associated with hook 27a of the primary locking assembly 24. Sensor 31b is associated with hook 27b of the primary locking assembly 23. Sensor 32b is associated with hook 27b of the primary locking assembly 24.

[0074] These sensors 31a, 31b, 32a, 32b are for example switches or inductive proximity sensors.

[0075] Each sensor 31a, 31b, 32a, 32b includes a sensing cell, which cooperates with the associated hook to detect its presence in the locked position. Each sensor also includes an electronic device comprising two redundant electronic units 35, 36. Each electronic unit 35, 36 acquires the measurements produced by the sensing element and transmits said measurements to a separate channel of the FADEC controller 15: electronic unit 35 transmits the measurements to channel #A of the FADEC 15 and electronic unit 36 ​​transmits the measurements to channel #B of the FADEC 15.

[0076] Similarly, the actuation system 6 includes a position sensor 40 of the moving element of the tertiary lock 30. The sensor 40 is, for example, a switch or an inductive proximity sensor.

[0077] Again, the sensor 40 includes an electronic device comprising two redundant electronic units 35, 36. The electronic unit 35 transmits the measurements to channel #A of the FADEC and the electronic unit 36 ​​transmits the measurements to channel #B of the FADEC 15.

[0078] The actuation system 6 also includes sensors 41a, 41b for verifying that the doors 4a, 4b are indeed in the deployed position. Each door 4 is associated with a sensor 4L. Each sensor 41 is, for example, a discrete sensor if only a single position (deployed position) of the door 4 needs to be captured, or a continuous sensor if it is desired to detect a range of variation in the position of the door 4. These sensors 41 are, for example, switches or inductive proximity sensors for a single position, or variable linear sensors (differentiated or not) for continuous measurement.

[0079] Here, the sensors 41 are linear variable sensors.

[0080] Each sensor 41 comprises a housing mounted on a fixed structure of the nacelle 2, a sliding rod 42 having one end connected to the associated door 4, and a measuring device that measures the position of the rod (which therefore depends on the position of the door 4). Each sensor 41 also comprises an electronic device including two electronic units 35, 36. The electronic unit 35 transmits the measurements to channel #A of the FADEC 15 and the electronic unit 36 ​​transmits the measurements to channel #B of the FADEC 15.

[0081] The sensors 41, which each measure the position of a door relative to the fixed part of the gondola, can be integrated differently.

[0082] The architecture of the actuation system 6 therefore clearly presents three means of retention per door 4. For the door 4a associated with the cylinder 8a incorporating the tertiary lock 30, the demonstration of the coverage of the opening in flight by three failures is similar to the state of the art. For the other door 4b, the loss of the two primary locks 27b does not imply the opening of door 4b. Indeed, via the retention track of the transmission chain 18, this door 4b is held by the tertiary lock 30 of the other door 4a. The loss of the single tertiary lock 30 or of the retention track then constitutes a third failure. The opening of one door 4 or of both doors 4 simultaneously following three failures is considered similar from the point of view of operational safety.

[0083] The detectability of the failure of one of the tertiary lines is ensured in the following manner.

[0084] A sensor has been added to the tertiary lock 30 of the actuation system 6 in order to monitor its locking at the end of the retraction sequence (slow) and when the inverter 1 is not used: this is sensor 40.

[0085] Furthermore, the transmission chain 18 is monitored so as not to have to reduce the inspection interval by maintenance operators.

[0086] Several strategies are possible to carry out this monitoring.

[0087] The door latches are monitored so that the loss of a latch (breakage or failure to engage) is detectable during a flight cycle. This detection can be performed before takeoff by sizing the reversing gear accordingly. Thus, it is possible to ensure that the latches are engaged before takeoff and thereby avoid multiple dormant failures in the reversing gear locking mechanism.

[0088] Furthermore, in the event of a failure of the transmission chain 18 following a door retraction sequence (related to a landing or ground maneuver), the fault will be detected during the next deployment sequence. Indeed, a loss of the force path will result in the inability to deploy (Failure To Deploy). In the worst-case scenario, this would then imply conducting a flight with the tertiary line failed on one of the doors (the one without the tertiary lock).

[0089] It is also possible to add a monitoring element to the transmission chain 18 to ensure that the force path is not lost. The risk of loss of the retention path is identified at the interfaces with other components (to the cylinders 8 or the electric motor 10). These interfaces are monitored to cover this failure. For example, sensors that measure electrical continuity are used, which ensures the integrity of the interface. Alternatively, laser or ultrasonic sensors could be used to monitor the topology of the interfaces.

[0090] It has been described here that the transmission chains 19a, 19b are distributed in parallel from the motor 10.

[0091] The transmission chains could however be distributed in series from the engine.

[0092] Thus, in a second embodiment, visible in Figures 3 and 4, the actuation system 6 again comprises a first secondary actuator 8a and a second secondary actuator 8b. The transmission mechanism 118 includes a first transmission chain 119a connecting the main actuator 7 to the first secondary actuator 8a, and a second transmission chain 119b connecting the first secondary actuator 8a to the second secondary actuator 8b. In Figures 3 and 4, the unmodified elements retain their reference numerals from Figures 1 and 2.

[0093] Again, each first transmission chain 119a includes a cardan angle gearbox 120a and two rotating shafts 121a, and the second transmission chain 119b includes a cardan angle gearbox 120b and two rotating shafts 121b. The rod 16 of the second secondary actuator 8b is moved by the motor 10 by being driven via the first transmission chain 119a and the second transmission chain 119b.

[0094] The retention path again includes the two transmission chains 119a, 119b and the interfaces with the cylinders 8a, 8b and with the motor 10.

[0095] With reference to [Fig. 5], in a third embodiment, the first transmission chain 219a comprises a flexible hose 220a and the second transmission chain 219b comprises a flexible hose 220b. Each flexible hose 220a, 220b has a guide sheath and a flexible cable pivotally mounted within the guide sheath. The cable is flexible along its length and torsionally resistant to allow the transmission of rotational motion and mechanical torque from the motor 10, which drives the rotating cable, to a rotating accessory integrated into the associated cylinder 8, said rotating accessory being driven by the rotating cable. Again, in [Fig. 5], the unmodified elements retain their reference numerals from Figures 1 and 2.

[0096] In [Fig. 5], the transmission chains 219a, 219b are distributed in parallel from the motor. However, they could also be distributed in series.

[0097] The rod 16 of the second secondary actuator 8b would then be moved by the motor 10 by being driven via the first transmission chain 219a and the second transmission chain 219b.

[0098] With reference to [Fig.6], the actuation system 6 according to a fourth embodiment is this time a hydraulic system.

[0099] The actuation system 6 again comprises a main actuator 307 and two secondary actuators 308.

[0100] The main actuator 307 here includes a directional control unit (DCU), which includes a solenoid valve 309. The directional control unit 307 is connected to an isolation control unit 310 (ICU), which also includes a solenoid valve 340. The isolation control unit 310 receives hydraulic fluid on a line 311 and a line 312 of a power supply assembly 313 which includes a high-pressure source. The insulation control unit 310 is connected to the directional control unit 307 by two lines 314.

[0101] The directional control unit 307 and the isolation control unit 310 are controlled by the FADEC controller 15 which transmits Sc control signals to them.

[0102] The secondary actuators 308 are hydraulic actuators, here hydraulic cylinders. The hydraulic actuators 308 are connected to the directional control unit 307 by a hydraulic circuit 330, here a low-pressure circuit.

[0103] The hydraulic circuit 330 includes a line 315 and a line 319 (return).

[0104] The directional control unit 307 simultaneously moves the rods 316 of the cylinders 308, so as to simultaneously move the two doors 4 to their deployed position, or the two doors 4 to their retracted position.

[0105] The actuation system 6 also includes two sets of primary locks 323, 324, similar to those previously described, except that the set of primary locks 323 is hydraulically actuated by the directional control unit 307, while the set of primary locks 324 is an electro-hydraulic set which is therefore hydraulically powered by the directional control unit 307 and electrically actuated by a direct current voltage supplied by the power supply set 313. The directional control unit 307 is connected to the set of primary locks 323 by a line 317 and to the set of primary locks 324 by a line 318.

[0106] When the solenoid valve 340 of the isolation control unit 310 isolates the actuation system from the high-pressure source, lines 315, 317, 318, and 319 are at low pressure. When the solenoid valve 340 is open and the directional control unit 307 distributes the fluid, these lines are pressurized.

[0107] The transmission mechanism, which connects the main actuator 307 to the cylinders 308, includes the hydraulic circuit 330 and a mechanical synchronizing device 320. The mechanical synchronizing device 320 connects the cylinders 308 to each other and prevents any movement of one of the rods 316 when the movement of the other rod 316 is prevented. A mechanical component 320 is therefore introduced to link the two cylinders 308 in order to synchronize them and create a retention path. This component is, for example, a flexible hose. The mechanical synchronizing device 320 is, for example, again a cardan joint.

[0108] The actuation system 6 again includes a single tertiary lock 341. The tertiary lock 341 is here integrated into the secondary actuator 308a and acts on the rod 316 of the secondary actuator 308a.

[0109] This is a mechanical system (for example, a claw) that blocks the movement of the cylinder until it is hydraulically activated. Its activation is only possible when by the arrival of high-pressure fluid in the cylinder head when the associated commands have been received.

[0110] The actuation system 6 also includes sensors 31a, 31b, 32a, 32b, 41a, 41b, similar to those previously described.

[0111] Thus, it is again possible to remove one of the tertiary locks by analogy with the IFD (In-Flight Deployment) demonstration. This solution adds a synchronization function between the actuators, allowing for consistent opening and closing performance between the doors.

[0112] Of course, the invention is not limited to the embodiments described but encompasses any variant falling within the scope of the invention as defined by the claims.

[0113] By "main actuator," we mean an object that transforms the energy supplied to it into a physical phenomenon that performs work, modifies the behavior or state of a system. In the present case, the main actuator transforms an energy source, which, according to the embodiment of the invention, may be electrical and / or hydraulic and / or mechanical energy, into mechanical work by actuation of the transmission mechanism, enabling the simultaneous movement, under the effect of the transmission mechanism, of all the moving parts of the secondary actuators. The number of moving parts can be arbitrary, as can the number of secondary actuators.

[0114] The various sensors mentioned here could be different types of sensors. For example, the sensors for the presence of the hooks of the primary locks could be force sensors, optical sensors, electrical continuity sensors, etc.

[0115] The tertiary locks could be positioned in different locations and act on different components of the actuation system. For example, in the first, second, and third embodiments, the tertiary lock could be integrated into the main actuator.

[0116] A thrust reverser of the gated type has been described here. However, it could be a different type of thrust reverser, for example, a gridded thrust reverser. In this case, the moving parts are independent covers.

Claims

Demands

1. An actuation system (6), arranged to actuate moving parts (4a, 4b) of an aircraft thrust reverser (1), the moving parts being independent, the actuation system comprising: - secondary actuators (8a, 8b; 8c, 8d; 308a, 308b) each comprising a moving element (16; 316) arranged to be connected to a separate moving part to move it between a deployed position and a retracted position; - a main actuator (7; 307) and a transmission mechanism, the main actuator being connected to the secondary actuators by the transmission mechanism and being arranged to move all the moving elements simultaneously, so as to move all the moving parts simultaneously to their respective deployed position, or all the moving parts to their respective retracted position;the actuation system being characterized in that: - the transmission mechanism is arranged to prevent any movement of each of the moving elements when the movement of at least one of the other moving elements is prohibited, - and in that the actuation system comprises a single tertiary lock (30; 341) controllable to switch between a locked mode and an unlocked mode, the tertiary lock in the locked mode being arranged to prevent the movement of each of the moving elements (16; 316) and thus lock each moving part (4a, 4b) in its retracted position, the tertiary lock in the unlocked mode being arranged to allow the simultaneous movement of each of the moving elements and thus allow the simultaneous movement of each moving part from its retracted position to its deployed position.;

2. Actuation system according to claim 1, wherein the main actuator (7) comprises an electric motor (10) and the secondary actuators comprise mechanical actuators (8).

3. An actuation system according to claim 2, wherein the tertiary lock (30; 341) is integrated into one of the actuators secondary (8a; 308a) and acts on the moving element (16; 316) of said secondary actuator.

4. Actuation system according to any one of claims 2 or 3, wherein the transmission mechanism (18) comprises, for each secondary actuator (8a, 8b), a separate transmission chain (19a, 19b) linking the main actuator (7) to said secondary actuator.

5. Actuation system according to any one of claims 2 or 3, comprising a first secondary actuator (8a) and a second secondary actuator (8b), the transmission mechanism (118) comprising a first transmission chain (119a) connecting the main actuator (7) to the first secondary actuator (8a), and a second transmission chain (119b) connecting the first secondary actuator (8a) to the second secondary actuator (8b), the moving element (16) of the second secondary actuator being moved by the main actuator by being driven via the first transmission chain and the second transmission chain.

6. Actuation system according to any one of the preceding claims, wherein the transmission mechanism comprises cardan angle drives (20a, 20b) and rotating shafts (21a, 21b).

7. Actuation system according to claim 1, wherein the main actuator (307) comprises a solenoid valve (309) and the secondary actuators (308) comprise hydraulic actuators, the transmission mechanism comprising the hydraulic circuit (330) and a mechanical synchronizing device (320) linking the secondary actuators (308) together.

8. Thrust reverser (1) comprising an actuation system (6) according to any one of the preceding claims.

9. Thrust reverser (1) according to claim 8, said thrust reverser being of the gated reverser type.

10. Nacelle (2) of turbojet (3) comprising a thrust reverser (1) according to one of claims 8 or 9.

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