EP4259918A1

EP4259918A1 - Device for controlling an electrical thrust reverser control system for an aircraft

Info

Publication number: EP4259918A1
Application number: EP21840088.5A
Authority: EP
Inventors: Alain Nourrisson; Hakim Maalioune
Original assignee: Safran Nacelles SAS
Current assignee: Safran Nacelles SAS
Priority date: 2020-12-11
Filing date: 2021-12-06
Publication date: 2023-10-18
Also published as: CN116568918A; WO2022123163A1; US20240043129A1; FR3117550A1

Abstract

Said device (16) for controlling an electrical thrust reverser control system (1) for an aircraft comprises electrical supply means (9) and control means (19) which are configured to couple the electrical supply means (9) to the electrical control system (1) when the aircraft is on the ground and to uncouple the electrical supply means (9) from the electrical control system (1) when the aircraft is flying.

Description

DESCRIPTION

TITLE: Control device for an electrical thrust reverser control system for an aircraft

Technical area

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.

Technical area

When an airliner lands, it generally has a high speed of between 250 and 300 km/h, which leads to actively applying the brakes of the wheels of the landing gear and therefore accelerating their wear.

Furthermore, when the landing strip is icy, wet or covered with snow, the wheels of the landing gear lose grip, which can make it difficult to brake the aircraft.

In order to overcome these constraints, 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.

More specifically, 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.

Generally, 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).

More specifically, 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.

These electromechanical actuators are replacing hydraulic actuators in modern aircraft.

However, it has generally been observed that the torque delivered by the electrical machine leads to a significant consumption of power in the electrical power supply network of the aircraft.

Indeed, these modern electromechanical thrust reversers also require greater power consumption in the electrical network of the aircraft than hydraulic actuators.

In addition, when the aircraft operates under extreme temperature conditions, for example -55°C, the electromechanical actuators require the delivery, by the electric machine, of a torque greater than that delivered under normal temperature conditions.

However, current avionics requirements limit the power consumed in the electrical network to less power than the thrust reverser needs.

To overcome this drawback, 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.

Nevertheless, the delivery by the electric generator of a higher power increases its mass, its cost, accelerates its wear and reduces the periodicity of its maintenance. In addition, in order to meet the certification requirements, the resizing of the electric generator requires long and tedious test phases to be carried out before it is put into service.

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.

However, the integration of electrical energy storage means on board the aircraft risks leading to an undesired power supply to the electrical control system of the thrust reverser in full flight and thus, deteriorating the aerodynamic performance of the aircraft. ' aircraft.

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.

Disclosure of the invention

In view of the foregoing, 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:

- a step of coupling the electrical power supply means to the electrical control system when the aircraft is on the ground and,

- a step of decoupling the electrical power supply means from the electrical control system when the aircraft is in flight.

The term "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.

In order to meet the avionics requirements, in particular the limitation of the power supplied to the thrust reverser, 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.

To avoid unexpected power supply to the electrical control system in flight and thus satisfy avionics certifications, the power supply means are electrically isolated from said control system.

For this purpose, data is acquired from a sensor commonly called "Weight on Wheels" intended to indicate whether the weight of the aircraft rests on its wheels.

In other words, it is possible to determine whether the aircraft is in flight or on the ground and thus couple the supply means to the control system when the aircraft is on the ground and decouple them when the aircraft is in flight.

Advantageously, 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.

As for the electrical energy storage means, they are capable of supplying the electrical control system with an electrical voltage comprised for example between 270 and 540 volts.

Thus, it is 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. In addition, it should be noted that by limiting 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.

As a variant, the storage means can deliver all the power necessary for opening and closing the blocking shutters.

Preferably, the setpoint signal drives the first and the second switch simultaneously.

Driving the two switches simultaneously makes it possible to implement the coupling or decoupling of the power supply means of the electrical control system more quickly.

By way of example, in the case of an aborted take-off ("Rej ected Take-Off"), it is advantageous to quickly open the thrust reverser blocking flaps and therefore to couple the means of power to the electrical control system.

Similarly, when it comes to an aborted landing, it is urgent to close the blocking flaps, then to decouple the power supply means from the control system so that the aircraft can land again.

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.

Advantageously, 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.

Preferably, the setpoint signal is able to drive the first and the second switch simultaneously.

Preferably, 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.

Advantageously, 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.

As for the supercapacitors, they are arranged in such a way as to have a capacity of between ten and two hundred Farad.

Preferably, the first and second switches are contactors.

To avoid degradation of the device and/or of the electrical control system, it is advantageous to use 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.

Brief description of the drawings

Other aims, characteristics and advantages of the invention will appear on reading the following description, given solely by way of non-limiting example, and made with reference to the appended drawings in which: [Fig 1 ] to

[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 and,

[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.

Detailed description of at least one embodiment of the invention

There is shown in 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. .

To this end, 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.

Furthermore, it should be noted that 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. By way of example, the primary lock 3 is associated with the electromechanical cylinder 5, and the primary lock 4 is associated with the electromechanical cylinder 6.

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.

In order to ensure synchronized movement of the electromechanical actuators 5 and 6, 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.

Of course, 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.

To supply the electrical machine 8 with electrical energy, the aircraft comprises electrical supply means 9 coupled to the electrical control system 1.

More specifically, 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.

By way of example, the electrical energy storage means 11 include a plurality of supercapacitors or a plurality of batteries.

When the storage means comprise supercapacitors, these may be arranged so as to have a capacity of between ten and two hundred Farads. Furthermore, 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.

To do this, 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.

As voltage converter 12, mention may be made of the ATRU ^ for (“Auto Transformer Rectifier Unit”).

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.

Thus, it is possible to use the voltage delivered by the storage means 11 and the electrical network 10 to supply a predetermined power to the electrical machine 8.

In other words, 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.

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.

Furthermore, it should be noted that the electrical control system

1 comprises a control unit 14 coupled to the storage means

1 1 as well as to the inverter 13.

More precisely, the 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.

However, the 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.

In addition, the 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.

It should be noted that the control unit 14 is controlled by a control module of the powertrain 15 (EEC for "Electronic Engine Control" in English).

In order to isolate the supply means 9 from the electrical control system 1 in flight so as not to supply it with electrical energy to said electrical system 1, the electrical control system 1 is coupled to a pilot device 16 comprising data acquisition means 17, calculation means 18 and control means 19.

More particularly, the data acquisition means 17 are configured to receive data relating to the weight of the aircraft.

By way of example, 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.

As for the calculation means 18, they 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.

Consequently, when the aircraft is 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.

More particularly, the 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.

In other words, the control device 16 is partially embedded inside the electrical control system 1.

To control the first switch S 1 and the second switch S2, the 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.

Reference is made to FIG. 2 which illustrates an alternative architecture of the control device 16.

In this example, 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.

Thus, in the event of an aborted takeoff, powering the thrust reversers can start more quickly.

Alternatively and as illustrated in Figure 3, 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.

In this embodiment, 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.

Furthermore, 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.

Reference is made to FIG. 5 which 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.

Once the aircraft is on the ground, the blocking flaps of each thrust reverser of the aircraft open to generate counter-thrust and thus slow the aircraft.

Thus, each thrust reverser is powered both by the three-phase electrical network 10 and the storage means 11.

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.

However, during stage P2, following an aborted landing, the pilot operated the thrust reverser lever to urgently close the blocking flaps of each thrust reverser. The aircraft is in flight again.

In order to prevent a sliding movement of the thrust reverser locking devices from occurring unexpectedly in flight, 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. At step P4, 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.

Consequently, the 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.

Following the opening of the two switches S 1 and 82 , the control unit 14 delivers the first control signal V2 to the storage means 11 in order to discharge them.

During the descent of the aircraft to attempt a new landing, the 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 .

Alternatively, when 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.

In other words, the electrical supply means 9 are decoupled from the electrical control system 1.

With reference to FIG. 6, when an aircraft interrupts its takeoff, it is advantageous to deploy the thrust reversers in order to slow down the aircraft and then to allow the aircraft to take off again when the necessary conditions are met.

In this case, the acquisition means 17 acquire, during step P6, data relating to the weight of the aircraft.

At step P7, 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.

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.

Furthermore, it should be noted that if the storage means 11 could not be fully charged by the DC voltage source V I , for example, following a reduced taxiing phase of the aircraft, a rapid supply of the storage means 11 can be implemented by the three-phase electric power supply network 10, the voltage converter 12 and the reversible voltage booster 120 when the first switch S1 is closed. 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.

To this end, the 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.

Claims

1. Method for piloting an electrical control system (1) of a thrust reverser for an aircraft comprising electrical power supply means (9), characterized in that the piloting method comprises:

- a step of coupling the electrical power supply means (9) to the electrical control system (1) when the aircraft is on the ground and,

- a step of decoupling the electrical power supply means

(9) of the electrical control system (1) when the aircraft is in flight.

2. Method according to claim 1, the power supply means (9) comprising a three-phase power supply network

(10) and electrical energy storage means (11), in which the step of coupling and the step of decoupling the power supply means (9) comprise a step of generating a setpoint signal (E3 ) capable of controlling the closing and opening of a first switch (SI) disposed between the three-phase power supply network (10) and the electrical control system (1) and capable of controlling the closing and opening of a second switch (S2) coupled to the supply means (9).

3. Method according to claim 2, in which the setpoint signal (E3) simultaneously controls the first and the second switch (SI, S 2).

4. Control device (16) of an electrical control system (1) of a thrust reverser for an aircraft comprising electrical power supply means (9), characterized in that it comprises control means ( 19) configured to couple the electrical power supply means (9) to the electrical control system (1) when the aircraft is on the ground and, to decouple the electrical power supply means (9) from the electrical control system (1) when the aircraft is in flight.

5. Device according to claim 4, the electrical supply means (9) comprising a three-phase electrical supply network (10) and electrical energy storage means (11), and in which the control means (19) comprise a first switch (SI) arranged between the three-phase electrical supply network (10) and the electrical control system (1), and a second switch (S2) coupled to the supply means (9), the control means (19) being configured to generate a setpoint signal (E3) capable of controlling the closing and opening of the first switch (SI) and of the second switch (S2) .

6. Device according to claim 5, in which the setpoint signal (E3) is capable of simultaneously controlling the first and the second switch (SI, S2).

7. Device according to claim 5 or 6, comprising a DC voltage source (V3) capable of supplying the electrical energy storage means (11).

8. Device according to any one of claims 5 to 7, wherein the storage means (11) comprise a plurality of supercapacitors or batteries.

9. Device according to any one of claims 5 to 8, wherein the first and the second switch (SI, S2) are contactors.

10. Aircraft comprising electrical power supply means (9) and at least two thrust reversers each comprising an electrical control system (1) controlled by a piloting device (16) according to any one of claims 4 to 9 .