Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/02—Aircraft characterised by the type or position of power plants
  • B64D27/16—Aircraft characterised by the type or position of power plants of jet type
  • B64D27/18—Aircraft characterised by the type or position of power plants of jet type within, or attached to, wings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/40—Arrangements for mounting power plants in aircraft
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/40—Arrangements for mounting power plants in aircraft
  • B64D27/402—Arrangements for mounting power plants in aircraft comprising box like supporting frames, e.g. pylons or arrangements for embracing the power plant
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
  • F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
  • F01D15/08—Adaptations for driving, or combinations with, pumps
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
  • F01D21/00—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
  • F02C7/22—Fuel supply systems
  • F02C7/236—Fuel delivery systems comprising two or more pumps
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
  • F02C7/32—Arrangement, mounting, or driving, of auxiliaries
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
  • F02C9/26—Control of fuel supply
  • F02C9/46—Emergency fuel control
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2240/00—Components
  • F05D2240/40—Use of a multiplicity of similar components
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2260/00—Function
  • F05D2260/40—Transmission of power
  • F05D2260/402—Transmission of power through friction drives
  • F05D2260/4023—Transmission of power through friction drives through a friction clutch
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2260/00—Function
  • F05D2260/80—Diagnostics
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2260/00—Function
  • F05D2260/84—Redundancy
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2260/00—Function
  • F05D2260/85—Starting
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2270/00—Control
  • F05D2270/50—Control logic embodiments
  • F05D2270/56—Control logic embodiments by hydraulic means, e.g. hydraulic valves within a hydraulic circuit
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2270/00—Control
  • F05D2270/60—Control system actuates means
  • F05D2270/64—Hydraulic actuators

Definitions

• the invention relates to a hydraulic drive, a hydraulic supply device, an aircraft with such a hydraulic supply device and a method for configuring a hydraulic supply device.
• DE 692 08 257 T2 describes a turbofan engine which is suspended by means of a pylon on a wing of an aircraft.
• a load transfer shaft is used to drive auxiliary aircraft of the aircraft.
• a further shaft is coupled to the load transmission shaft, which drives a arranged in the interior of an engine pylon transmission on which the auxiliary machines are mounted.
• an aircraft engine with a core engine and two fan rotors in which a arranged in the inlet housing of the high pressure compressor and connected to a high-pressure compressor shaft of the core engine (core-mounted) device output shaft (power shaft) for transmitting shaft power Ancillary equipment of the engine and the aircraft is provided.
• a hydraulic drive for an aircraft comprising:
• a transmission with a transmission drive shaft for rotational coupling with an engine output shaft of an engine associated with the hydraulic drive and with a transmission output shaft, a first hydraulic pump and a second hydraulic pump, each having a port for a pressure line and a port for a suction line of a hydraulic system and each having a hydraulic pump drive shaft respectively communicating with the transmission output shaft via a coupling device;
• the transmission is installed in a transmission case
• the first hydraulic pump and the second hydraulic pump are respectively installed in a pump housing attached to the transmission case, or both are installed together in a pump case attached to the transmission case.
• the coupling device for coupling the first hydraulic pump to the transmission drive shaft or the coupling device for coupling the second hydraulic pump to the transmission output shaft may be a decoupled coupling.
• the coupling device for coupling the first hydraulic pump to the transmission drive shaft and the coupling device for coupling the second hydraulic pump to the transmission output shaft (14) may be a decoupled coupling.
• the first hydraulic pump and the second hydraulic pump each have a decoupled and coupleable coupling.
• the hydraulic pumps each have a pump drive shaft, of which at least one via the one in the transmission housing (13a) arranged coupling with the transmission drive shaft can be coupled or decoupled from this.
• the transmission has:
• first transmission gear rotatably coupled to the transmission output shaft, an intermediate gear rotationally coupled to the first transmission gear and a second transmission gear rotationally coupled to the intermediate gear, a first clutch with which the pump drive shaft of the first hydraulic pump can be coupled to and decoupled from the first transmission wheel,
• the hydraulic pumps may have an adjustable transmission. Also in the alternative embodiment with a provided outside the hydraulic pump gearbox, the transmission can be adjusted.
• the transmission may be a push-pull transmission.
• hydraulic pumps can be switched on and off by a monitoring and control device.
• a hydraulic supply device of an aircraft is provided with a first and a second hydraulic system for operating actuators of the aircraft and a monitoring and control device, wherein the hydraulic supply device to a first hydraulic drive for coupling the same to a first engine and a second hydraulic drive Coupling the same to a second engine, wherein each hydraulic drive comprises: a transmission drive shaft for coupling the respective hydraulic drive to an engine output shaft of the respective associated engine, two coupled to a transmission output shaft hydraulic pumps each having a connection device for connecting the hydraulic pump to the Pressure line and the suction line of a hydraulic system.
• the transmission in each case has a coupling device with which engagement or disengagement of one of the two hydraulic pumps and the respectively associated transmission output shaft (1a, 1b) can take place by means of an actuating device.
• the transmission can each have two coupling devices, with the engagement or disengagement of both hydraulic pumps and the respective associated transmission drive shaft can be done by means of an actuator.
• the monitoring and control device sends to a signal that it receives due to the failure of one of the two engines, activation signals for coupling the two clutches to the hydraulic drive, which is assigned to the non-failed engine.
• the monitoring and control device monitors the coupling state of the clutches of the hydraulic drives and that the monitoring and control device in each case to the hydraulic drive, which is assigned to the non-failed engine:
• a pressure switch is arranged in the pressure line downstream of each hydraulic pump and is functionally coupled to the monitoring and control device and sends a signal to the latter when the hydraulic pressure in the line of a hydraulic system falls below a predetermined pressure setpoint,
• the monitoring and control device has a function with which a signal of the pressure switch due to the undershooting of the pressure setpoint in the pressure line of a hydraulic pump in the flow direction behind this a control signal to that clutch for disengaging the respective Sends hydraulic pump, which is assigned to the hydraulic pump that is on the suction line with the pressure switch that sent the signal.
• each hydraulic system has a liquid reservoir with a fill level sensor functionally connected to the monitoring and drive device, which sends a signal to the monitoring and drive device when a fill level minimum value is undershot,
• the monitoring and control device has a function with which a signal of the level sensor due to the undershooting of the minimum level value, a control signal is sent to the couplings of those hydraulic pumps which are connected to that hydraulic system, to which the liquid reservoir with the level sensor heard that sent the signal.
• the monitoring and driving device may be generally operatively connected to each hydraulic pump and have a function by which the monitoring and driving device can send a drive signal to each hydraulic pump, due to which the hydraulic pump is turned off.
• each of the two hydraulic systems has connection devices for supplying the actuators of retraction and extension mechanisms of landing gear of the aircraft.
• the transmission may be a transfer case and the hydraulic pumps speed controlled.
• the transmission is an adjusting that the monitoring and control device has a function by which the hydraulic pump, a target speed or a target speed range is specified that the monitoring and control device, the target speed or the Target speed range of a gearbox functionally connected to the gearbox transmitted, and that the transmission controller is designed such that it controls the transmission such that the respective hydraulic pump complies with the predetermined target speed or the predetermined target speed range.
• the hydraulic supply device according to the invention may generally comprise two or more than two hydraulic drives according to an embodiment of the invention.
• an aircraft having a hydraulic supply device and two engines each mounted on an engine pylon, having a plurality of hydraulic systems for operating actuators of the aircraft and a monitoring and control device for adjusting the hydraulic systems
• the hydraulic power supply Device comprising: a hydraulic drive coupled to an engine via a drive shaft, wherein the hydraulic drive is arranged on an engine pylon and behind the engine burst region of the respective engine.
• the engine burst region is located in an area in front of a conical shell of a straight circular cone whose tip lies in the center of the rearmost turbine wheel of the engine and whose half opening angle ⁇ is 10 degrees.
• the aircraft may in particular comprise a hydraulic supply device according to an embodiment of the invention.
• the monitoring and control device is functionally connected to a flight control function and functionally connected to each hydraulic pump
• the monitoring and control device has a function which, in response to a signal from the flight control function indicating a cruise operating condition of the aircraft, sends a command signal to each hydraulic pump of a hydraulic system for disconnecting the latter Hydraulic pumps are driven by two different driven by one engine hydraulic system.
• a method for reconfiguring or adjusting a hydraulic system of an aircraft, wherein a monitoring and control device of the aircraft is responsive to a signal from a flight control function indicative of a cruise operating condition, a command signal to two respective hydraulic pumps driving two different hydraulic systems, is sent to their shutdown, the hydraulic pumps are mechanically coupled to each one of two different engines and each case as one of a plurality of hydraulic pumps to each one of the two different engines.
• the two hydraulic pumps of a hydraulic supply system which have been switched off due to the signal due to a cruising operating state, are switched back on as soon as a flight phase with increased energy and safety requirement is initiated or reached.
• an aircraft monitoring and control device displays activation signals for engagement with a signal from an aircraft system function indicative of damage to one of a plurality of engines of the aircraft sends the two clutches to the hydraulic drive, which is assigned to the non-failed engine.
• a method for reconfiguring or adjusting a hydraulic system of an aircraft in which a monitoring and control device of the aircraft monitors the coupling state of the clutches of the hydraulic drives and the monitoring and control device respectively to the hydraulic drive, the non-failed Engine is assigned: does not send an activation signal to activate one of the clutches of the hydraulic drive when the monitoring and control device considers both clutches of the hydraulic drive engaged;
• the object of the invention is to provide a hydraulic drive, a hydraulic supply device, an aircraft with such a hydraulic supply device and a method for configuring a hydraulic supply device, with or with which an advantageous safety concept for an aircraft can be realized.
• FIG. 1 shows a functional representation of an embodiment of a hydraulic supply device having a first hydraulic system and a second hydraulic system for supplying consumers coupled thereto;
• FIG. 2 shows a side view of an engine with a shaft provided according to an exemplary embodiment of the invention for connecting an output shaft of the engine to a hydraulic drive
• Figure 3 is a schematic sectional view of an embodiment of a hydraulic drive according to the invention with a transmission, a transmission drive shaft for coupling the transmission with an engine shaft, with two Engine pumps for operating in each case a hydraulic system and with two clutches, one of which is assigned to an engine pump.
• the solutions according to the invention are in particular for an aircraft F with a first engine 1 and a second engine 2, which are attached to each one of the two wings 3 and 4, and with trolleys such as a nose gear and a main landing gear 5, which retractable by means of an adjustment mechanism and designed executable.
• the aircraft F has a hydraulic supply device H with a first hydraulic system A and a second hydraulic system B.
• a first hydraulic drive 10 and a second engine 2 are associated with a first engine 1.
• the first hydraulic drive 10 is assigned to a first engine 1 and the second hydraulic drive 20 to a second engine 2.
• the first hydraulic drive 10 is driven via a first drive shaft 1a from the first engine 1 and the second hydraulic drive 20 via a second drive shaft 2a from the second engine 2.
• the drive shaft 1a, 2a is coupled to an engine shaft or turbine shaft and in particular a load transmission shaft of the respective associated engine 1, 2 and thus driven by the engine 1 and 2 respectively.
• the drive shaft 1a, 2a can be coupled via a transmission with the respective engine shaft.
• the first hydraulic drive 10 provided for the hydraulic supply device has a first hydraulic pump 11 and a second hydraulic pump 12 which can each be driven via the first drive shaft 1a.
• One of the hydraulic pumps 11, 12 or each of the hydraulic pumps 11, 12 of the first hydraulic drive 10 is coupled via a respective clutch to a transmission 13 of the first hydraulic drive 10.
• the second hydraulic drive 20 has a first hydraulic pump 21 and a second hydraulic pump 22 on, which can be driven via the second drive shaft 2a, and at least one of the hydraulic pumps 21, 22 of the second hydraulic drive 2 is coupled via a respective clutch to a transmission 23 of the second hydraulic drive 2.
• the respective first hydraulic pump 11, 21 and the respective second hydraulic pump 12, 22 each have a connection for a pressure line and a connection for a suction line of a hydraulic system and in each case a hydraulic pump drive shaft.
• the respective first hydraulic pump 11, 21 via the connection for the pressure line and a connection for the suction line to a first hydraulic system A and the respective second hydraulic pump 12, 22 also via such a connection for the pressure line and a connection for the suction line to a second hydraulic system B are connected.
• the hydraulic supply device H has a first and a second hydraulic system A, B for operating actuators of the aircraft and a monitoring and control device (not shown in the figures) for controlling the hydraulic drives of the hydraulic supply device H to their operating conditions monitor, adjust and / or change.
• a first hydraulic drive 10 driven by a first engine 1 and a second hydraulic drive 20 driven by a second engine 2 are provided.
• the engines are mounted on the aircraft on opposite sides relative to the aircraft longitudinal axis, preferably in a symmetrical manner.
• Each hydraulic drive 10, 20 has: a transmission drive shaft 1a or 2a for coupling to an engine output shaft of the respectively associated engine 1 or 2, two coupled to a transmission output shaft hydraulic pumps 11, 12 and 21, 22 with each of a connecting device 41 or 42 for connecting the hydraulic pump to the pressure line and the suction line of a hydraulic system A and B, respectively.
• the transmission input shaft 1a or 2a may be identical to the engine output shaft or generally engine shaft.
• the respective first hydraulic pumps 11, 21 each have a connection device for the pressure line and suction line of the respective hydraulic pump on the first hydraulic system A or hydraulic line system and likewise the respective second hydraulic pumps 12, 22 each with a connection device for the pressure line and suction line of the respective hydraulic pump connected to the second hydraulic system B or hydraulic line system.
• each hydraulic drive 10, 20 has a hydraulic pump 11, 21 for operating the first hydraulic system A and a second hydraulic pump 12, 22 for operating the second hydraulic system B.
• each hydraulic system A, B a plurality of consumers are supplied and driven, which can be in particular actuators A1, A2, A3, A4 or B1, B2, B3, B4 or one or more suspension adjustment mechanisms A5 and B5.
• the chassis adjustment mechanisms A5 and B5 may be in particular a mechanism for extending and retracting a nose landing gear and / or mechanisms for extending and retracting the main landing gear of the aircraft.
• each hydraulic drive 10, 20 is arranged with two hydraulic pumps 11, 12 and 21, 22, the clutches and the adjusting gear on an engine pylon and outside of the engine burst range EB of the aircraft F.
• engine-burst region EB is understood as the region in which engine parts fly with a technically relevant probability when the engine breaks down during operation due to engine damage (engine burst case).
• the engine burst region (EB) is considered as the region located in front of a conical shell of a right circular cone whose tip is at the center of the rearmost turbine wheel of the engine, in the vicinity of the respective hydraulic drive 10, 20 is arranged, and whose half opening angle is 10 degrees.
• each hydraulic drive 10, 20 is realized as a structural unit.
• a hydraulic drive 10, 20 may be structurally integrated in a housing.
• hydraulic supply device H With the hydraulic supply device H according to the invention, a hydraulic supply of an aircraft with low expenditure on equipment and thus minimum error rate can be realized, which at the same time the usual safety requirements can fulfill.
• a hydraulic supply device H can be used in particular a hydraulic drive according to the invention.
• FIG. 2 shows an embodiment of a first hydraulic drive 10 as an example.
• the second hydraulic drive 20 which is arranged on a different engine than the first hydraulic drive 10, constructed to be identical to the first hydraulic drive 10.
• the first hydraulic drive 10 has a transmission 13, as the transfer case and can be designed as a variable speed or as a transmission with fixed or constant translation.
• the drive shaft may be identical to a connecting shaft which is coupled to an engine shaft or load transmission shaft.
• the first hydraulic pump 11 is coupled via a coupling 15 and the second hydraulic pump 12 via a coupling 16 to the output shaft 14 of the variable-speed transmission 13.
• the clutches 15, 16 may each be part of the hydraulic pump.
• the clutches 15, 16 are disposed outside of the hydraulic pumps 11, 12 and the transmission 13 within the transmission housing 13a.
• the first clutch 15 couples a transmission-side shaft 31a and a pump drive shaft 17 of the first hydraulic pump 11, wherein the transmission-side shaft 31a is non-rotatably connected to an output shaft 14 of the transmission 13.
• the second clutch 16 couples a transmission-side shaft 32a and a pump drive shaft 18 of the second hydraulic pump 12, the transmission-side shaft 32a being rotationally coupled via an intermediate gear 33 to an output shaft 14 of the transmission 13.
• the intermediate gear 33 identical hydraulic pumps 11, 12 can be used in the hydraulic drive 10, 20.
• the transmission-side shaft 32a of the second clutch 16 may also be coupled directly to an output shaft 14 of the transmission 13.
• the second hydraulic pump 12 may also be located on one side of the transmission 13, which is located opposite to the side on which the first hydraulic pump 11 is arranged.
• more than two hydraulic pumps are arranged in a hydraulic drive 10, 20, which are each rotationally coupled to the output shaft of the transmission 13.
• the hydraulic pumps provided according to the invention can in particular have a power range between 100 and 200 liters / min. In special applications, however, a power range between 50 and 200 liters / min can be provided.
• the clutches 15, 16 are generally designed as electrically switchable clutches and are functionally connected to a monitoring and control device that can generate commands for adjusting the clutches 15, 16 and send to change the respective adjustment state of the clutches to this.
• a clutch 15, 16 By decoupling a clutch 15, 16, ie the displacement of a clutch in its uncoupled state, the associated hydraulic pump 11 and 12 is no longer driven by the engine to which the associated gear 13 is coupled.
• the electrical control of the clutch allows in particular any engagement and disengagement even during the flight.
• the clutches 15, 16 have in particular also a sensor device or sensors which are functionally connected to the monitoring and control device and on query by the monitoring and control device or automatically and these and the status of whether the clutch in its coupled or uncoupled state, give feedback.
• the clutch 15, 16 or the clutch device is externally switched from the type, ie switchable by a monitoring and control device or other signal generator, and may be designed as a magnetic coupling or viscous coupling.
• One of the two pumps of a hydraulic system can be disengaged during flight phases with lower power requirements and be engaged by an automatic or the pilots when needed again. As a result, fuel savings and less wear on the hydraulic pumps can be achieved.
• the coupling may in particular comprise a torque limiting device.
• the clutch can thus act as overload protection by slipping at too high torque and thus protects the pump and the engine from damage. Furthermore, with appropriate functions of the monitoring and control device and system components, in certain cases, and in particular when it is determined that the hydraulic pressure in a hydraulic system, in spite of running hydraulic pumps, e.g. due to fluid loss in the fluid reservoir of the hydraulic system falls below a predetermined minimum value, the hydraulic pumps connected to this hydraulic system are switched off in order to prevent any damage to the hydraulic pumps as far as possible.
• the clutch as a switchable clutch can be designed in particular as a viscous coupling.
• the hydraulic pumps 15, 16 for the hydraulic pumps, it is possible to arrange the hydraulic pumps on an engine and yet in a safe area thereof, thereby providing the drive of the hydraulic pumps through the engine.
• the hydraulic pumps driven by an engine can be arranged outside the engine burst area.
• only one of two hydraulic pumps is associated with a clutch, ie in this case only one of the two pumps can be decoupled from the engine shaft.
• the transmission 13 of the hydraulic system 10, 20 may have a speed control with the aim of keeping the pump speed constant in the entire range of engine speed or at least in a predetermined speed range.
• the speed of the pumps can thus be kept constant regardless of the engine speed.
• a control unit or control unit which is operatively connected to the setting of the ratio of the transmission with this, as well as in the pump drive of the hydraulic pump integrated Drehiereaufêt, which is functionally connected to the transmission control unit, may be provided, wherein in the control unit Target speed or a target speed range is specified or supplied to the control unit and the transmission operation and time dependent so controls and adjusts that the hydraulic pump maintains a target speed with allowable deviations or a target speed range.
• the transmission in the version as a variable speed can be designed as a thrust transmission.
• the transmission is integrated in a transmission housing 13a.
• the clutches when located outside the hydraulic pump housings, may be mounted in the transmission housing or on the transmission housing 13a.
• the speed controller can be designed as an electronic control device with an actuator for adjusting the transmission.
• the regulator device with the actuating device can be integrated within the transmission housing 13a or integrated in a regulator housing (not shown in the figure) attached to the transmission housing 13a and flanged to it, for example.
• the transfer case, with which a transmission output shaft 14 is coupled as an input shaft to the two clutches 15, 16, can also be integrated within the transmission housing 13 a or in one of the Gear housing 13a attached and eg flanged to this transfer case housing (not shown in the figure) to be integrated.
• the transmission controller may also be a functional part of the monitoring and control device, so that the monitoring and control device only sends positioning commands to the transmission 13 to adjust this.
• the transmission drive shaft 1 a is coupled to a transfer case, which transmits the rotation of the transmission drive shaft 1 a to two input shafts 31 a, 32 a for the clutches 15 and 16 respectively.
• the hydraulic pumps 11, 12 may include a speed controller as described in the paragraphs above.
• the hydraulic supply device H has a first A and a second B hydraulic system, in particular for operating actuators of the aircraft, a monitoring and control device and two hydraulic drives.
• a first hydraulic drive 10 is provided for coupling to an engine shaft of a first engine 1 and a second hydraulic drive 20 for coupling to an engine shaft of a second engine 2. It is provided in particular that the first engine 1 and the second engine 2 with respect to the aircraft longitudinal axis are arranged on opposite sides to each other.
• Each hydraulic drive 10, 20 in this case has: a transmission drive shaft 1a; 2a for coupling the respective hydraulic drive 10, 20 to an engine output shaft of the respective associated engine 1; 2, two to a transmission output shaft coupled hydraulic pumps 11, 12 and 21, 22, each with a connecting device 41 and 42 for connecting the hydraulic pump to the pressure line and the suction line of a hydraulic system A, B.
• the hydraulic drives 10, 20 after one of the inventively provided for these embodiments be formed.
• an aircraft F is provided with a hydraulic supply device H and with two engines 1, 2 each mounted on an engine pylon, with a plurality of hydraulic systems A, B for operating actuators of the aircraft and a monitoring and control device provided for adjusting the hydraulic systems.
• the hydraulic supply device H has: a hydraulic drive coupled to an engine 1, 2 via a drive shaft, which is located on an engine pylon and outside of the turbine engine (engine burst) region and / or behind the engine burst region EB of the engine respective engine 1; 2 is arranged.
• Attachment to an engine pylon means that the hydraulic drive 10, 20 is mounted on a support member, and particularly within the engine pylon.
• an adjusting or transfer case of the hydraulic drive may be mounted on the pylon.
• the engine burst area EB is the area where the effects of engine damage with technically relevant likelihood can take effect.
• the engine-burst region EB is located in particular in an area in front of a conical surface of a straight circular cone whose tip is located in the center of the rearmost turbine wheel of the engine and whose half opening angle ⁇ has at least 10 degrees.
• the hydraulic supply device H may be formed according to one of the embodiments described herein.
• the hydraulic drives of the hydraulic supply device H may be formed according to one of the embodiments described herein.
• the aircraft according to the invention has at least one engine, which in particular can be a gas turbine engine. Furthermore, an accessory for converting mechanical shaft power of the engine into electrical, hydraulic and / or pneumatic energy can also be arranged on the transmission.
• the hydraulic drive with or without the auxiliary unit can be fastened to the airframe of the aircraft outside the engine burst area and fire zone of the engine, whereby the airframe is understood in particular to be the supporting structure, fuselage and tail unit or the engine carrier.
• an aircraft with at least one engine 1, 2, which may be in particular a gas turbine engine, and an airframe (Figure 3).
• At the Airframe and in particular on the engine pylon 50 is at least one accessory 51, 52 attached to the conversion of mechanical shaft power of the engine 1, 2 in electrical, hydraulic and / or pneumatic energy.
• the supply of the auxiliary unit 51, 52 takes place with mechanical shaft power via a drive connection 55, which is coupled to a drive or power transmission shaft of the engine 1.
• the engine 1 is attached via an engine support or engine pylon 50 in front of and below a wing 54 of the airframe 56 of the aircraft F.
• the accessories may be coupled to a transmission 13 that may be designed according to one embodiment of the invention and that may be driven by the drive connection 55, preferably in the form of a transmission drive shaft that is rotationally coupled to an engine shaft or power transmission shaft of the engine.
• the transmission 13 may in particular be coupled to the low-pressure compressor of an engine (fan-mounted).
• an electric generator 51 and a hydraulic pump 52 or more thereof may be provided which can be used in a hydraulic supply device H according to the invention.
• a first end section 62 of the drive connection 55 can in this case be connected to the transmission 64 (Gearbox) associated with the engine 1 and a second end section 66 to the transmission 13 carrying the auxiliary devices 51, 52.
• the drive shaft 1 a can run obliquely to a longitudinal axis L of the engine 1.
• the drive connection 55 may also comprise two shaft sections 55a, 55b which are connected or coupled via an angle drive 68 attached to the airframe 56 on or within the engine carrier 50.
• a first shaft portion 55a of the drive connection 55 in the illustrated embodiment extends approximately perpendicular and a second shaft portion 55b substantially parallel to the longitudinal axis L of the engine 4.
• the shaft portions 55a, 55b are at an angle to each other.
• a first end portion 71 of the first shaft portion 55a may be coupled to the engine shaft or an engine gearbox 64 and a second end portion 72 may be coupled to the angle driver 68.
• a first end portion 73 of the second shaft portion 55b is coupled to the angle drive 68 and a second end portion 74 is coupled to the transmission 13.
• the drive connection 55 can also generally comprise at least two shaft sections 55a, 5b be formed, which are each connected to each other via a gear or an angle drive.
• the shaft sections 22a, 22b can continue to run at any angle to each other.
• the drive connection 55, an angle drive 68, the transmission 13 and / or a secondary transmission, a coupling device assigned or upstream or downstream, with the disengagement and / or engagement of said components is possible.
• several hydraulic pumps or generators can be operated in parallel as ancillary units, so that the reliability of the entire system can be significantly increased.
• the monitoring and control device is functionally connected to a flight control function and functionally connected to each of at least two hydraulic pump of a hydraulic drive, wherein in each case at least one such hydraulic drive on two different engines is arranged and driven by the respective engine.
• the monitoring and control device communicates according to an embodiment of the invention in a manner with the flight control function that sends a signal to the monitoring and control device when the aircraft is in cruising flight. This can be specified manually for the flight control function or it can be provided that the flight control function automatically determines a cruising operating state. To determine a cruise operating condition, sensor values may be used, such as a determined altitude.
• the signal indicating a cruising operating state of the aircraft can be generated by the flight control function as soon as the ascertained altitude falls below a predetermined altitude. Due to the receipt of the signal indicating a cruising operating state of the aircraft by the monitoring and control device, this generates a command signal for switching off hydraulic pumps.
• This shutdown signal then sends the monitoring and control device to a respective hydraulic pump of two hydraulic systems 10, 20 according to an embodiment of the invention, which are arranged on two different engines 1, 2, wherein on each hydraulic system 10, 20 two or more than two of the respective Engine 1, 2 driven hydraulic pumps 11, 12 are integrated. Alternatively, it can also be provided that only at a hydraulic system 10, 20, a hydraulic pump is switched off.
• a hydraulic pump 11, 12 of a hydraulic system By switching off a hydraulic pump 11, 12 of a hydraulic system to one or more engines 1, 2, the fuel consumption in cruising flight is reduced.
• these hydraulic pumps can be reactivated or switched on by the monitoring and control device, ie, put into operation, when the monitoring and control device has received a signal for leaving the cruise. In the example mentioned, this may be undershooting an altitude which represents the minimum cruise altitude for the aircraft between takeoff, landing or low flight and cruising flight.
• the hydraulic pumps 11, 12 are designed such that they can be switched on and off by a monitoring and control device.
• a method of reconfiguring or adjusting a hydraulic system of an aircraft wherein an aircraft monitoring and control device is responsive to a signal from a flight control function indicating the achievement of a low energy and safety requirement flight mode or cruising mode of operation , a command signal respectively to two hydraulic pumps 11, 12; 21, 22 which drive two different hydraulic systems A, B of a hydraulic supply system H, is sent to the shutdown.
• the hydraulic pumps are mechanically coupled to one of two different engines 1, 2 and thereby in each case as one of a plurality of hydraulic pumps to each one of the two different engines 1, 2.
• each hydraulic pump of two hydraulic drives which are driven by an engine, off or be switched on when more than two hydraulic drives are driven by an engine. It can be provided that these hydraulic drives operate two or more than two hydraulic systems of the aircraft. In the method is thus generally provided that the two hydraulic pumps 11, 12; 21, 22 of a hydraulic supply system H, which have been turned off due to the signal due to a cruise operating condition, are switched back on as soon as a Flight phase is initiated or achieved with increased energy and safety requirements.
• the monitoring and control device may be designed so functional that the switching off of the hydraulic pumps 11, 12 of a hydraulic drive 10 is carried out alternately to achieve a substantially uniform wear of the two pumps.
• the alternate turning on and off of two or more than two hydraulic pumps of a hydraulic drive may be provided on the basis of given time slices during cruise operation or from cruise to cruise.
• the monitoring and control device can additionally have a monitoring function with which a state of the "defective" state is assigned to a hydraulic pump if the pressure switch in the pressure line which is connected to this hydraulic pump transmits a pressure value to the monitoring function during its operation of the hydraulic pump,
• the monitoring and control device may be configured such that in this case the hydraulic pump rated as defective is no longer activated by the monitoring and control device At the same time it can be provided that the monitoring and control device no longer deactivates or deactivates that hydraulic pump which belongs to the hydraulic drive which is driven by the respective other engine and the same hydraulic line system A, B drives, which also drives the rated as "defective" hydraulic pump.
• the monitoring and control device may include an engine burst reconfiguration function that detects an engine burst case, eg, by receiving a corresponding engine signal.
• the monitoring and control device can assume an engine-burst case as given even if the pressure switch of two different hydraulic pumps of a hydraulic drive in a predetermined period indicate a drop in pressure in the pressure lines below a predetermined minimum pressure value.
• the monitoring and drive device or the engine burst reconfiguration function may be configured to activate the hydraulic pumps drivable by the respective other and still intact engine. It can be provided that the monitoring and control device, only those hydraulic pumps sends an activation signal, of which it has a non-activated signal to turn them on, or that the monitoring and control device all hydraulic pumps of the other engine an activation signal sends to turn them on.
• This may be provided in particular in conjunction with the function that makes a shutdown or switching on hydraulic pumps in cruise. This avoids that in the engine burst case, a hydraulic system A, B fails.
• each of the two hydraulic systems A, B supplies actuators of retraction and extension mechanisms of landing gear of the aircraft.
• the hydraulic systems A, B which are operated by the engine-driven hydraulic pumps, to actuate all the actuators of the retraction and extension mechanisms of the landing gear of the aircraft.
• the trolleys are the e.g. be located below the junctions of the main wing on the fuselage main landing gear and the nose landing gear.
• the hydraulic systems are operated exclusively by hydraulic pumps which are driven by the engines.
• the invention provides the hydraulic drives with the hydraulic pump outside of the engine burst area EB and in particular to attach to the engine pylon. This makes it possible, in an engine burst case, to keep the hydraulic system responsible for the landing gear or the hydraulic system responsible for the landing gear at half power.
• Each hydraulic system A, B has a liquid reservoir with a functionally connected to the monitoring and control device level sensor.
• the filling level sensor transmits a signal to the monitoring and control device when a fill level minimum value is undershot.
• the monitoring and control device has a function with which a signal of the level sensor is sent to the clutches of those hydraulic pumps which are connected to the one hydraulic system to which the one due to the undershooting of the minimum level value Liquid reservoir belongs to the level sensor that sent the signal.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Fluid-Pressure Circuits (AREA)
• Control Of Fluid Gearings (AREA)
• Rotary Pumps (AREA)
• General Details Of Gearings (AREA)
• Control Of Positive-Displacement Pumps (AREA)

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• 2007
  • 2007-09-17 DE DE102007044229A patent/DE102007044229A1/de not_active Withdrawn
• 2008
  • 2008-09-17 BR BRPI0816826-1A2A patent/BRPI0816826A2/pt not_active Application Discontinuation
  • 2008-09-17 CN CN200880108558.4A patent/CN101802368B/zh not_active Expired - Fee Related
  • 2008-09-17 EP EP08802302A patent/EP2201234A2/de not_active Withdrawn
  • 2008-09-17 WO PCT/EP2008/007778 patent/WO2009036970A2/de active Application Filing
  • 2008-09-17 JP JP2010524413A patent/JP2010538888A/ja not_active Withdrawn
  • 2008-09-17 CA CA2699693A patent/CA2699693A1/en not_active Abandoned
  • 2008-09-17 US US12/678,428 patent/US9022318B2/en not_active Expired - Fee Related
  • 2008-09-17 RU RU2010115183/06A patent/RU2010115183A/ru not_active Application Discontinuation

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