Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02K—JET-PROPULSION PLANTS
  • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
  • F02K1/54—Nozzles having means for reversing jet thrust
  • F02K1/76—Control or regulation of thrust reversers
  • F02K1/766—Control or regulation of thrust reversers with blocking systems or locking devices; Arrangement of locking devices for thrust reversers
• • 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
  • F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
  • F01D5/005—Repairing methods or devices
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
  • H01H50/00—Details of electromagnetic relays
  • H01H50/16—Magnetic circuit arrangements
  • H01H50/18—Movable parts of magnetic circuits, e.g. armature
  • H01H50/32—Latching movable parts mechanically
  • H01H50/326—Latching movable parts mechanically with manual intervention, e.g. for testing, resetting or mode selection
• • 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
  • F05D2230/00—Manufacture
  • F05D2230/80—Repairing, retrofitting or upgrading methods
• • 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
  • F05D2240/10—Stators
  • F05D2240/14—Casings or housings protecting or supporting assemblies within
• • 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
  • F05D2270/52—Control logic embodiments by electrical means, e.g. relays or switches
• • 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
  • F05D2270/62—Electrical actuators
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
  • H01H3/00—Mechanisms for operating contacts
  • H01H3/32—Driving mechanisms, i.e. for transmitting driving force to the contacts
  • H01H3/40—Driving mechanisms, i.e. for transmitting driving force to the contacts using friction, toothed, or screw-and-nut gearing
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
  • H01H3/00—Mechanisms for operating contacts
  • H01H3/32—Driving mechanisms, i.e. for transmitting driving force to the contacts
  • H01H3/42—Driving mechanisms, i.e. for transmitting driving force to the contacts using cam or eccentric

Definitions

• the present invention relates to a so-called tertiary locking assembly for a thrust reverser device fitted to a turbojet engine nacelle and to a switch for such an assembly.
• It relates more particularly to the engine hood opening system of the nacelle and its integration into a tertiary lock of an "O-duct" nacelle.
• An aircraft is driven by several turbojets each housed in a nacelle also housing a set of ancillary actuators related to its operation and providing various functions when the turbojet engine is in operation or stopped.
• These ancillary actuating devices comprise in particular a mechanical thrust reverser actuation system.
• a nacelle generally has a tubular structure comprising an air inlet upstream of the turbojet engine, a median section intended to surround a fan of the turbojet engine, a downstream section housing thrust reverser means and intended to surround the combustion chamber of the turbojet engine. , and is generally terminated by an ejection nozzle whose output is located downstream of the turbojet engine.
• upstream and downstream are defined by reference to the flow direction of the air flows.
• Modern nacelles are intended to house a turbofan engine capable of generating, by means of the fan blades, an air flow part of which, called a hot or primary flow, circulates in the combustion chamber of the turbojet engine, and of which the other part, called cold or secondary flow, circulates outside the turbojet through an annular passage, also called a vein, formed between a shroud of the turbojet forming a fixed internal structure (called IFS for Internai Fixed Structure) and a wall internal of an external fixed structure of the nacelle (called OFS for Outer Fixed Structure).
• IFS Internai Fixed Structure
• OFS Outer Fixed Structure
• the role of a thrust reverser is, during the landing of an aircraft, to improve the braking capacity thereof by redirecting forwards at least a portion of the air of the secondary flow.
• the inverter obstructs the vein of the cold flow and directs the latter towards the front of the nacelle, thus generating a counter-thrust which is added to the braking of the wheels of the aircraft.
• an inverter comprises movable covers movable between a closed position or "direct jet” in which they close this passage and an open position or “reverse jet” in which they open in the nacelle a passage for the deviated flow.
• These covers can perform a deflection function or simply activation other means of deflection.
• the reorientation of the air flow is performed by deflection grids, the hood having a simple sliding function to discover or cover these grids.
• the translation of the movable cowl takes place along a longitudinal axis substantially parallel to the axis of the nacelle.
• Reversed thrust flaps actuated by the sliding of the hood, allow an obstruction of the cold flow vein downstream of the deflection grids, so as to optimize the reorientation of the cold flow to the outside of the nacelle.
• the movable cowl is in one piece and slidably mounted on slideways arranged on either side of the suspension pylon of the formed assembly. by the turbojet and its nacelle.
• “Monobloc cowling” means a quasi-annular shaped cowl, extending from one side to the other of the pylon without interruption.
• Such a hood is often referred to by the Anglo-Saxon terms “O-duct”, alluding to the ferrule shape of such a hood, as opposed to “D-duct” or “C-duct”, which includes two hoods substantially hemicylindrical and each extending over a half-circumference of the nacelle.
• the thrust reversal device is an integral part of this downstream part and generally follows the same architecture "O-duct” or "C-duct”.
• maneuvering operations to access the interior of the nacelle during maintenance operations are different.
• the movable cowls are generally mounted to be pivotally mounted around a substantially longitudinal axis of the nacelle located near the attachment pylon of said nacelle. During maintenance, it is sufficient to unlock these movable covers along a hinge line generally located in the lower part of the nacelle and open said movable covers (butterfly opening).
• the mobile cowl must be maneuvered in the longitudinal axis of the nacelle, towards the rear of the latter, along substantially the same path as when opening the hood in reverse thrust mode.
• the maintenance disengagement of the tertiary lock can be done either electrically, according to the same principle as its nominal control from the aircraft, or manually.
• the electrical supply and the electrical control of maintenance must come from an electrical supply network and a control network generally dedicated to the maintenance, and in any case segregated electrical networks and nominal order of the aircraft,
• the opening must be able to be controlled by an operator present at the nacelle
• control must only be used during the translation time of the mobile cowling, in order to avoid any overheating of the electrical device for opening the lock, and in particular of the motor,
• the tertiary locks are placed at approximately 6h, and more precisely at a median actuator of the bonnet concerned, and are therefore easily accessible manually including to inhibit if necessary.
• the existing solutions for the C-duct nacelles can not be transposed to O-duct nacelles, because of both the different accessibility and the need for maneuvering.
• tertiary locks do not need to be open to allow the opening of mobile covers.
• the need to manually operate the tertiary lock is extremely occasional, the potential discomfort being also extremely reduced because of the location at 6 o'clock of tertiary locks.
• O-Duct having a tertiary lock located near the pylon only respond to a need for inhibition, in the event of a failure of this lock. The use is then infrequent and the manual mode, although difficult, is considered acceptable.
• the present invention relates to a so-called tertiary locking assembly for a thrust reverser device fitted to a turbojet engine nacelle, said locking assembly comprising at least one tertiary latch associated with at least one primary control line comprising on the one hand, at least one electromechanical control means, and on the other hand, a power supply connected to said electromechanical control means, characterized in that the locking assembly comprises at least one secondary control line, said secondary control sign comprising, on the one hand, at least one electromechanical control means, and on the other hand, a power supply connected to the electromechanical control means and distinct from the power supply of the primary control line, said line secondary control device is furthermore equipped with at least one manually operated switch.
• the maintenance means have a segregated power supply line, separate from the electrical network of the aircraft, and providing any guarantee of safety, both in relation to the operating mode nom inal only in the mode of operation in maintenance.
• the secondary control signal comprises at least one electronic switch receiving an activation information of the secondary control line.
• the secondary power supply line requires several conditions to be active and supply the control means of the tertiary lock.
• a signal to activate the maintenance mode to be sent by the aircraft, so as to close the electronic switch and allow the current to pass.
• the sending of this information by the aircraft can be done automatically, in particular by closing the flight controls, for example, which automatically activates the maintenance mode; the activation of flight commands that automatically disable the maintenance mode.
• the secondary supply line comes from a power supply line dedicated to maintenance. This further increases the security of the system.
• the electromechanical actuating means are of the solenoid type.
• a known technology for a tertiary lock is in the form of a locking means, for example of the locking finger type or shear pin, which by default is maintained in an engagement position. Unlocking is effected by electrically feeding the time necessary, a solenoid attracting and holding the locking means in its retracted position and disengagement. Preferably, when the power supply is cut off, the locking means returns to the engagement position by default. It is also possible to use other actuating means, for example motors.
• the electromechanical actuating means are common to the primary and secondary control lines.
• the electromechanical actuating means are distinct between the primary and secondary control lines.
• This embodiment will generally be preferred in that it ensures increased security, with all of the primary and secondary command lines being segregated.
• the tertiary lock is equipated with at least one manual control means. Thus, the usual manual opening mode is retained.
• the present invention also relates to a manually operated switch for a locking assembly according to the invention, said switch comprising a rotationally movable drive square adapted to receive a drive means and transmit its movement to at least one drive shaft.
• drive said driving square being associated with at least one movable element in translation arranged so that, firstly, when a tool is introduced into the driving square, said movable element is pushed towards a engagement position in which it allows to restore the electrical continuity of the control line, and secondly, when the tool is removed from the drive square, the movable member is in a disengagement position in which the electrical continuity of the power line is broken.
• the electrical supply for unlocking the tertiary lock is associated with the mechanical drive means for opening the downstream section "O-Duct".
• the tools inserted in the training square will typically be of the electric or pneumatic drill type.
• the movement of the drill is transmitted by the driving square to a set of shafts allowing the operation of the thrust reverser device.
• the drive shafts may be of the type flexible shafts ("flexshaft").
• the movable element is mounted against at least one elastic return means tending to return it to its disengaged position.
• removal of the drive tool also cuts off the power supply.
• the movable element is disposed at least partly inside the driving square, inside which it slides during insertion of the drive means.
• the movable element in translation is associated with at least one cam.
• the switch comprises at least one switch, comprising a plunger intended to be actuated directly or indirectly by the movable member in translation.
• the present invention also relates to a thrust reverser device for turbojet engine nacelle, characterized in that it is equipped with at least one locking assembly according to the invention.
• said thrust reversal arrangement is operable during maintenance operations and comprises a switch according to the invention.
• the present invention relates to a turbojet engine, characterized in that it comprises at least one thrust reversal device according to the invention.
• FIG. 1 is a schematic representation of an assembly according to the invention
• a so-called tertiary locking assembly for a thrust reverser device comprises a tertiary lock 1 associated with a primary control line 2.
• This control line 2 comprises a solenoid 3 constituting an electromechanical control means of the tertiary lock 1.
• a solenoid 3 constituting an electromechanical control means of the tertiary lock 1.
• other electromechanical control means are possible and the present invention is not limited thereto.
• This solenoid 3 is fed by a power supply line 4 from a junction box 100 between the turbojet engine nacelle and a pylon to which it is attached.
• the power supply comes from the airplane electrical network.
• the tertiary locking assembly is equipped with a secondary control line 20, dedicated to maintenance, and comprising a second solenoid 30, or other electromechanical control means, associated with the primary lock 1.
• the second solenoid 30 is powered by a power supply line 40 separate from the primary supply line 4.
• This supply line 40 also comes from the housing 100 junction with the pylon and is preferably imentated by an electrical network of the aircraft dedicated to maintenance, including an electrical network that activates in opposition to the normal power grid. from the plane.
• the secondary power supply line 40 of the secondary control line 20 is equipped with a manually operated switch 50.
• the secondary power supply line 40 of the secondary control line 20 is also equipped with an electronic switch 60 connected to the gate 70, signaling the commitment of a "maintenance" mode. or not of the plane.
• the secondary solenoid 30 can be activated only if, on the one hand, the manual switch 50 is engaged, and on the other hand, if a "maintenance” mode of the aircraft is activated ("maintenance" power supply). and “maintenance” status) activating the electronic switch 60.
• FIGS. 2 and 3 show examples of hand-operated switches 510, 570.
• the switches shown are also coupled with mechanical drive means for operating the thrust reverser device.
• Fig 2 shows a first example of realisation of a switch 510 according to the invention.
• the switch 510 is located on the secondary power supply line 40 and comprises a switch 51 1 equipped with a plunger 512.
• the plunger 512 of the switch 51 1 is able to be tilted with the aid of a mechanical assembly which will now be described.
• the entire system is housed in a housing on which there is a mechanical input interface (drive square 520) and an output mechanical interface 530 for returning the drive movement to the mechanical means. driving the thrust reversal device.
• This will include flexible trees commonly called “flexshaft”.
• the drive square 520 comprises two parts.
• a first square 521, inside, is slidably mounted so as to sink when a tool to the dimensions of a second square 522, outside, is inserted.
• a spring 523 tends to push back into the extended position (rest position), which is intended to disengage the tool, when the operator exerts more effort on said tool.
• the outer square 522 is the portion rotated by the tool. It is reletely connected to a gear 524. This non-524 pig must transmit the motion to the output interface 530.
• the inner square 521 is designed to automatically trigger the switch 510 when depressed.
• a rotation recovery system by a free element (ball 542 for example) is integrated into the cam 540 This element isolates the movement of the square 522 of the cam 540.
• a spring 543 pushes the cam 540 in the rest position, as soon as the inner square 521 returns itself to the rest position, which has the effect of releasing the lever 513 of the switch 51 1 and thus releasing the plunger 512 of the switch 51 1 .
• Fig ure 3 shows a second example of real isation of a switch 570 according to the invention.
• the switch 570 includes a rotatable cover 575 which protects a drive square 571 serving as a mechanical interface for rotating the drive means of the thrust reverser device.
• This cover 575 is connected by its axis of rotation to a cam 572 placed in the interface box. In front of this cam are placed switches 573.
• the rotation of the cover 575 to clear the drive square 571 (to insert a tool) causes the rotation of the same angle of the cam 572. From the moment when the movable cover has traveled a certain distance, for example the nine tenths of its total travel, and where it still sufficiently covers the drive square 571 to prevent insertion of the tool, the cam 572 activates the switches 573.
• the rotatable cover 575 is automatically returned to the closed position when it is no longer maintained by means of a torsion spring 574.
• a tool in order to be able to lock the cover 575 in the open position, a tool must be inserted into the drive square 571.
• the drive square 571 comprises an outer square 577 providing the mechanical drive, and an inner square 578 sinking.
• the locking fork 579 is isolated by bearings 580 of the rotation of the square 571.
• An anti-rotation system of the blocking fork 579 will also be provided to prevent unauthorized rotation due to the combined effect of rotation and friction between components which could lead to it.
• the outer portion of the square 577 is driven by the tool.
• the inner square 578 is returned to the initial position by a spring 582. This has the effect of also lift the fork blocking 579 and thus to unlock the rotation of the cam 572, causing the closing of the cover 575.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Physics & Mathematics (AREA)
• Electromagnetism (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
• Control Of Turbines (AREA)
• Supply And Distribution Of Alternating Current (AREA)

Applications Claiming Priority (2)

Publications (1)

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• 2011
  • 2011-04-27 FR FR1153583A patent/FR2974597B1/fr active Active
• 2012
  • 2012-04-20 EP EP12722451.7A patent/EP2702249A2/de not_active Withdrawn
  • 2012-04-20 RU RU2013151871/06A patent/RU2013151871A/ru not_active Application Discontinuation
  • 2012-04-20 WO PCT/FR2012/050870 patent/WO2013001185A2/fr not_active Ceased
  • 2012-04-20 BR BR112013024875A patent/BR112013024875A2/pt not_active IP Right Cessation
  • 2012-04-20 CA CA2831488A patent/CA2831488A1/fr not_active Abandoned
  • 2012-04-20 CN CN201280019877.4A patent/CN103492676B/zh not_active Expired - Fee Related
• 2013
  • 2013-10-23 US US14/060,823 patent/US9458794B2/en active Active

Non-Patent Citations (2)

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