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
• • 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
  • B64D29/00—Power-plant nacelles, fairings, or cowlings
  • B64D29/06—Attaching of nacelles, fairings or cowlings
• • 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
  • B64D2221/00—Electric power distribution systems onboard aircraft
• • 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
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

• TITLE Control device for an electrical thrust reverser control system for an aircraft
• the present invention relates to thrust reversers for ur aircraft, and relates more particularly to the pi lotage of the blocking flaps of such thrust reversers.
• the wheels of the landing gear lose grip, which can make it difficult to brake the aircraft.
• each turbojet engine of the aircraft comprises a plurality of thrust reversers, the role of which, when the aircraft lands, is to reduce its braking distance by redirecting forwards at least part of the thrust generated by the turbojet, thus creating the counter-thrust intended to contribute to the braking of the aircraft.
• the turbojet is first put into idle speed, in order to allow the aircraft to land, then its speed is then increased again so that the thrust reversers can generate sufficient counterthrust.
• Thrust reversers generally comprise a plurality of blocking flaps hingedly mounted on a movable cowl sliding along rails so as to uncover and conceal grids capable of redirecting the flow of secondary air towards the upstream of the nacelle of the turbojet engine when the aircraft is braking.
• the blocking flaps are controlled by an electrical control system such as ETRAS® (for “Electrical Thrust Reverser Actuation System” according to the Anglo-Saxon term).
• ETRAS® Electronic Thrust Reverser Actuation System
• the electric control system is intended to control the opening or closing of the blocking shutters via a plurality of electromechanical actuators driven by at least one electric machine.
• the electromechanical actuators require the delivery, by the electric machine, of a torque greater than that delivered under normal temperature conditions.
• one solution consists in resizing the electric generator so that it delivers a higher electric power, so as to deliver the energy necessary to drive the electromechanical actuators.
• Another solution consists in the use of electrical energy storage means on board the aircraft, intended to supply a predetermined power to the electrical machine, in addition to the power delivered by the electrical network.
• the challenge is therefore to be able to integrate the electrical energy storage means on board the aircraft while guaranteeing their isolation from the electrical control system during the flight of the aircraft.
• the object of the invention is a method for controlling an electrical control system for a thrust reverser for an aircraft comprising electrical power supply means.
• the piloting process includes:
• electrical control system means any electrically operated system intended to control the opening and closing of the blocking flaps of the thrust reverser by means of a plurality of electromechanical actuators.
• the means supply are adapted to supply the electrical control system so that it can open and close the blocking flaps, during the landing of the aircraft for example.
• the power supply means are electrically isolated from said control system.
• the electrical power supply means comprise a three-phase electrical power supply network and electrical energy storage means, the step of coupling and the step of decoupling the power supply means comprising a step of generating a setpoint signal capable of controlling the closing and opening of a first switch disposed between the three-phase electrical power supply network and the electrical control system and capable of controlling the closing and opening of a second switch coupled to the feeding means.
• the three-phase electrical power supply network is intended to provide an alternating electrical voltage of between 115 and 200 volts, only when the aircraft is on the ground.
• the electrical energy storage means are capable of supplying the electrical control system with an electrical voltage comprised for example between 270 and 540 volts.
• the power delivered by the electrical energy storage means in addition to the power delivered by the electrical network, which makes it possible to ensure the generation of sufficient torque for the opening and closing of the shutters. blockage.
• the energy withdrawal from the three-phase electrical power supply network it is possible to reduce the section of the cables connecting the electrical power supply network and the electrical control system, which represents a non-negligible mass gain.
• the storage means can deliver all the power necessary for opening and closing the blocking shutters.
• the setpoint signal drives the first and the second switch simultaneously.
• the invention also relates to a device for controlling an electrical control system for a thrust reverser for an aircraft comprising electrical power supply means.
• the device comprises control means configured to couple the electrical power supply means to the electrical control system when the aircraft is on the ground and to decouple the electrical power supply means from the electrical control system when the aircraft is in flight.
• the electrical power supply means comprise a three-phase electrical power supply network and electrical energy storage means, the control means comprising a first switch arranged between the three-phase electrical power supply network and the electrical control system, and a second switch coupled to the supply means, the control means being configured to generate a setpoint signal capable of controlling the closing and opening of the first switch and of the second switch.
• the setpoint signal is able to drive the first and the second switch simultaneously.
• the device comprises a DC voltage source capable of supplying the electrical energy storage means.
• the DC voltage source is capable of distributing a voltage of 28 volts to 150 volts, for example, to the electrical energy storage means when the aircraft is on the ground and/or in flight.
• the storage means comprise a plurality of supercapacitors or batteries.
• the batteries can be of the Nickel Cadmium (Nicd), Nickel-Metal Hydride (Ni-MH), Lithium-Ion or Lithium Polymer type.
• the supercapacitors are arranged in such a way as to have a capacity of between ten and two hundred Farad.
• the first and second switches are contactors.
• contactor type switches In order to withstand the circulation of high currents.
• Another subject of the invention is an aircraft comprising electrical power supply means and at least two thrust reversers each comprising an electrical control system controlled by a piloting device as defined above.
• FIG 4 represent different alternative architectures of a control device for an electrical control system for a thrust reverser, in accordance with the invention
• FIG 5 illustrates a first flowchart of a method for controlling the electrical control system, implemented by said device, according to a first mode of implementation of the invention
• FIG 6 i llustrates a second flowchart of the method for controlling the electrical control system, implemented by said device, according to a second mode of implementation of the invention.
• Figure 1 the general architecture of an electrical control system for thrust reverser, designated under the general reference numeral 1.
• the electrical control system 1 is intended to control the opening and closing of the thrust reverser while preventing the sliding movement of the blocking flaps of the thrust reverser from occurring unexpectedly in mid-flight. .
• the electrical control system 1 comprises a plurality of safety locks 2, 3, 4 intended to block the undesired opening of the blocking flaps.
• the two locks 3 and 4 are said to be primary and the third lock 2 is of the tertiary type, each lock being intended to take up the loading of the blocking flaps in the event of failure of the ance of the other two locks.
• the locks 2, 3, 4 can be of the brake type, of the motorized type or of the electromechanical type.
• the electrical control system 1 further comprises a plurality of electromechanical actuators 5 and 6, here two cylinders 5 and 6, intended to implement the opening and closing of the blocking flaps.
• the primary lock 3 is associated with the electromechanical cylinder 5
• the primary lock 4 is associated with the electromechanical cylinder 6.
• the tertiary lock 2 As for the tertiary lock 2, it is here pi set by a signal V4 delivered from a thrust reversal lever capable of being actuated by the pilot of the aircraft and not shown here.
• the electrical control system 1 comprises a flexible shaft 7 configured to connect the electromechanical actuators 5 and 6 together.
• the flexible shaft 7 is also coupled to a reversible electric machine 8 intended to drive the electromechanical actuators 5 and 6.
• the electrical control system 1 can comprise a plurality of flexible shafts 7 as well as a plurality of electromechanical actuators.
• the electric machine 8 operates here in motor mode and therefore produces mechanical energy from electrical energy.
• the aircraft comprises electrical supply means 9 coupled to the electrical control system 1.
• the electrical power supply means 9 comprise a three-phase electrical power supply network 10 capable of supplying an alternating electrical voltage of between 115 and 200 volts.
• the electrical power supply means 9 further comprise electrical energy storage means 11 capable of delivering a DC voltage of between 270 and 540 volts.
• the electrical energy storage means 11 include a plurality of supercapacitors or a plurality of batteries.
• the storage means comprise supercapacitors, these may be arranged so as to have a capacity of between ten and two hundred Farads.
• the storage means 11 are coupled to a reversible voltage booster 120 configured to receive a DC voltage from a DC voltage source VI equal to 28 volts and thus amplify it until it reaches 270 volts or 540 volts.
• the DC voltage from the storage means 11 is then coupled to the voltage from the power supply network 10.
• the supply means 9 comprise a voltage converter 12 capable of transforming a three-phase AC voltage, for example 115 volts, into a DC voltage of 270 volts.
• the supply means 9 further comprise an inverter 13 coupled to the voltage converter 12 and to the voltage booster 120.
• the inverter 13 is configured to convert the direct electrical voltage, coming from the voltage converter 12 and the voltage booster 120, into alternating voltage.
• the power supply means 9 are capable of delivering the power necessary for the thrust reverser to open and close the blocking flaps, while satisfying the avionics certifications concerning the limitation of the drawing off of electrical energy from the electrical network.
• Aircraft 10 is capable of delivering the power necessary for the thrust reverser to open and close the blocking flaps, while satisfying the avionics certifications concerning the limitation of the drawing off of electrical energy from the electrical network. Aircraft 10.
• Inverter 13 is further configured to power primary latches 3 and 4. To do this, inverter 13 delivers a signal V5 to both latches 3 and 4.
• control unit 14 coupled to the storage means
• control unit 14 is configured to deliver a first control signal V2 to the storage means 11 in order to authorize their supply by the voltage booster 120 when the aircraft is in flight, during the descent phase of the aircraft for example.
• control unit 14 is also configured to deliver the first control signal V2 to the storage means 11 in order to unload them, for example when the aircraft is in the cruising phase, which constitutes an additional guarantee of safety concerning the unexpected opening in full flight of the thrust reverser blocking flaps.
• control unit 14 is also configured to deliver a second control signal V3 to the inverter 13 to define the frequency of the alternating voltage intended to supply the electric machine 8.
• control unit 14 is controlled by a control module of the powertrain 15 (EEC for "Electronic Engine Control” in English).
• EEC Electronic Engine Control
• the electrical control system 1 is coupled to a pilot device 16 comprising data acquisition means 17, calculation means 18 and control means 19.
• the data acquisition means 17 are configured to receive data relating to the weight of the aircraft.
• the data acquisition means 17 recover data from a sensor commonly called “Weight on Wheels” which indicates whether the weight of the aircraft rests on its wheels.
• calculation means 18 are coupled to the acquisition means 17 and are configured to determine, from the data delivered by the acquisition means 17, whether the aircraft is in flight or on the ground.
• the calculation means 18 are configured to activate the control means 19 which are configured to couple the supply means 9 to the control system 1, when the aircraft is on the ground, or to isolate them as soon as the aircraft is in flight.
• control means 19 comprise a first switch S 1 , coupled to the voltage converter 12 and placed between the three-phase electrical supply network 11 and the electrical control system 1 .
• the control means 19 further comprise a second switch S2 disposed between the supply means 9 and the voltage converter 12.
• control device 16 is partially embedded inside the electrical control system 1.
• control means 19 comprise a control unit 20 configured to generate a setpoint signal E3 able to actuate the first switch S 1 which controls, in turn, the second switch S2.
• FIG. 2 illustrates an alternative architecture of the control device 16.
• the first switch S 1 and the second switch S 2 are isolated from it from the electrical control system 1, which allows their integrity to be ensured in the event of incidents occurring in the circuit of the control system. electric 1 .
• Each switch S 1 , S2, of the contactor type is configured to simultaneously receive the setpoint signal E3.
• the second switch S2 is arranged inside the electrical control system 1 and more precisely between the voltage booster 120 and the converter 12.
• the second switch S2 is here coupled to the inverter 13 and is driven by the setpoint signal E3.
• Figure 4 illustrates another variant of the architecture of the control device 16.
• the first and second switches S 1 , S2 are arranged outside the electrical control system 1 and are controlled simultaneously by the setpoint signal E3 from the control unit 20.
• the voltage booster 120 and the storage means 11 are also located outside the electrical control system 1 so as to sufficiently distance them from said electrical control system 1 when the latter is subject to short-circuits and thus preserve their integrity.
• FIG. 5 illustrates a first flowchart of a method for controlling the electrical control system 1, implemented by said device 16.
• the method begins with a step P I during which the aircraft is in the landing phase.
• each thrust reverser is powered both by the three-phase electrical network 10 and the storage means 11.
• control unit 20 As soon as the shutters are fully open, the control unit 20 generates the setpoint signal E3 to close the first switch S 1 and thus allow the electrical network 10 to recharge the storage means 11.
• the data acquisition means 17 acquire, during step P3, the data relating to the weight of the aircraft and transmits them to the calculation means 18.
• the calculation means 18 indicate to the control means 19 that the aircraft is in flight, after analysis of the data received by the acquisition means 17.
• control unit 20 generates, in the next step P5, the setpoint signal E3 in order to simultaneously open the two switches S 1 and S2 if the two switches are arranged in an architecture such as illustrated in figures 2, 3 and 4.
• control unit 14 delivers the first control signal V2 to the storage means 11 in order to discharge them.
• control unit 14 delivers the first control signal V2 in order to authorize the supply of the storage means 11 by the DC voltage source V I .
• the two switches are arranged in the control device 16 according to the architecture illustrated in Figure 1, the first switch controls the second switch S2.
• the voltage converter 12 is now isolated from the supply means 9.
• the electrical supply means 9 are decoupled from the electrical control system 1.
• the acquisition means 17 acquire, during step P6, data relating to the weight of the aircraft.
• the calculation means 18 recover the data from the acquisition means 17 and indicate to the control unit 20 that the aircraft is on the ground.
• control unit 20 During the next step P8, the control unit 20 generates the setpoint signal E3 intended to close the first switch S 1 and the second switch S2 simultaneously or successively depending on the architecture of the control device 16 used, which allows coupling the electrical power supply means 9 to the control system 1 and thus powering the electrical machine 8.
• control unit 14 is configured to ensure, during the entire journey traveled by the aircraft, that the opening and closing of the blocking flaps can be implemented by limiting the drawing of power from the electrical network of the aircraft. 10 aircraft.
• control unit 14 authorizes the supply of the storage means 11 by the electrical network 10 before controlling the thrust reverser or by the DC voltage source V I during the taxiing, flight or descent of the aircraft.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Stand-By Power Supply Arrangements (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Control Of Multiple Motors (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=75278119

Family Applications (1)

Country Status (5)

Family Cites Families (3)

• 2020
  • 2020-12-11 FR FR2013117A patent/FR3117550A1/fr active Pending
• 2021
  • 2021-12-06 US US18/265,396 patent/US20240043129A1/en active Pending
  • 2021-12-06 EP EP21840088.5A patent/EP4259918A1/de active Pending
  • 2021-12-06 WO PCT/FR2021/052218 patent/WO2022123163A1/fr active Application Filing
  • 2021-12-06 CN CN202180082892.2A patent/CN116568918A/zh active Pending

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