Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C25/00—Alighting gear
  • B64C25/02—Undercarriages
  • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
  • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
  • B64C25/18—Operating mechanisms
  • B64C25/26—Control or locking systems therefor
  • B64C25/30—Control or locking systems therefor emergency actuated
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C25/00—Alighting gear
  • B64C25/02—Undercarriages
  • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
  • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
  • B64C25/18—Operating mechanisms
  • B64C25/24—Operating mechanisms electric
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C25/00—Alighting gear
  • B64C25/02—Undercarriages
  • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
  • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
  • B64C25/18—Operating mechanisms
  • B64C25/26—Control or locking systems therefor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
  • B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
  • B64F5/60—Testing or inspecting aircraft components or systems

Definitions

• Aircraft and aircraft landing gear operating system comprising such a system
• a landing gear operating system is a system for exiting and retracting a landing gear from the fuselage of an aircraft.
• the landing gear is retractable, that is to say, it is mounted in a hinged manner in a train space located inside the fuselage of the aircraft.
• the landing gear remains inside the fuselage, in the train box closed by a set of traps.
• the invention relates to the control system of the opening of the hatches and the landing gear output, in normal operation, emergency operation and maintenance phase.
• the invention has applications in the field of aeronautics and, in particular, in the field of the exit and / or the landing gear retraction.
• each landing gear called simply train
• train box a fuselage housing
• the train compartment is closed by a set of hatches in order to maintain the aerodynamic profile of the aircraft.
• the train is out, that is to say it is out of its housing, in a so-called low position.
• the train leaves its housing, that is to say it goes from a retracted position to a low position, normally, automatically, at the request of the pilot.
• Trap doors in the landing gear compartment include one or more main hatches and one or more secondary hatches independent of the main hatch (s) .
• the main hatch is intended to be closed once the train is in the down position.
• the secondary hatches are intended to let the leg of the train pass; they remain open as long as the train is out.
• the main hatch of the train compartment is closed, the secondary hatches remaining open to leave only a minimum space for the leg of the train. It may however be necessary to open the main hatch, for maintenance purposes.
• the train output system is a mixed system, that is to say that it uses several sources of energy. More specifically, in normal operation, the system uses a hydraulic energy associated with electrical energy. In emergency operation, the system uses electrical energy associated with a mechanical drive train. In maintenance operation, the system uses human energy associated with mechanical energy.
• the system comprises the following elements: an electrically controlled valve, or solenoid valve which ensures the connection of the specific hydraulic circuit to the gear box with the general hydraulic circuit of the aircraft.
• This solenoid valve is controlled from the cockpit; it ensures the operation of the hydraulic circuit of the box train.
• a hydraulic and electric hatch control chain This includes: at least one locking hook of the hatch which holds the hatch in the closed position,
• At least one door cylinder that ensures the mobility of the hatch
• a hatch solenoid valve that controls the hatch cylinder.
• the hydraulic and electric hatch control chain is a hydraulic circuit, called a hatch circuit.
• the gate valve is the entry point of this control chain. It is electrically controlled. When the valve is open, a fluid flows throughout the control chain, ensuring the unlocking of the hatch hook and the supply of the hatch cylinder, which ensures the opening of the hatch.
• the system further comprises a train control chain which comprises:
• train solenoid valve which controls the train cylinder.
• the chain of command of the train is a hydraulic circuit, called train circuit.
• the train valve is the entry point of this control chain. It is electrically controlled. When the valve is open, a fluid flows throughout the control chain, ensuring the unlocking of the train holding hook and the supply of the train cylinder, which ensures the output of the train.
• the opening of the hatch and the exit of the train are obtained by means of a hydraulic circuit sequentially controlled by a electric calculator.
• a solenoid valve for the hatches and another solenoid valve for the train can open these valves at different times, more or less spaced in time, which allows to obtain a sequencing in the opening hatches and the exit of the train.
• the sequencing of raising of the train in the train box is reversed compared to the sequencing of exit of the train. It includes the same steps as for the output of the train, controlled electrically and hydraulically, but performed in the reverse order.
• the general control valve and the valves of the train and hatch hydraulic circuit are electrically controlled from the cockpit, for example, by the onboard computer of the trains of the aircraft, following the command of the aircraft. pilot.
• This emergency operation (called Free FaII, in Anglo-Saxon terms) is obtained by means of a specific system represented in FIG. 1. It shows the emergency system installed in the train box.
• FIG. 1 shows schematically a box train in which is mounted a conventional backup system.
• This system comprises an actuator 1 electrically controlled, for example by the train calculator.
• This actuator 1 is mechanically connected by a kinematic chain 2 (also called linkage) to the hatch hook 3, to the train hook 7 and to a valve 4.
• a kinematic chain 2 also called linkage
• the maintenance system comprises a mechanical handle 8, connected by a kinematic chain 9 (also called linkage) to the control chain of hatches 6.
• the kinematic chain 9 may be a ball control fixed by guides on the walls of the box train.
• the driveline 9 is driven in motion, controlling the opening of the main hatch. More specifically, by turning the handle 8, for example at an angle of 90 °, the kinematic chain 9 is driven in a linear movement which realizes the following sequencing: - isolation of the specific hydraulic circuit of supply of the jacks (in a concern for safety, to avoid accidental connection to the general hydraulic circuit leading to an inadvertent closing of the main hatch);
• the main hatch then opens by gravity or manually.
• the manual handle is fixed on the fuselage of the aircraft, generally in a closed cavity, made close to the hatch, which has the consequence that it is placed at a relatively high height relative to the ground. Therefore, maintenance personnel must, in some cases, climb a ladder to be able to catch this handle and operate it to open the hatch.
• the landing gear retraction and retraction control architecture is complex and requires a large number of bulky elements, such as kinematic chains, which are different depending on the operating mode. .
• certain elements are controllable by different energy sources, which makes them more complex.
• the train hook has 2 independent inputs: a hydraulic input for normal operation and a mechanical input for emergency operation.
• the hatch hook has 3 separate and independent inputs: a hydraulic input in normal operation, a mechanical input in emergency mode and a special mechanical input for maintenance. It follows a consequent congestion of the interfaces with the control chains.
• the hatch and train hooks are located in non-pressurized compartments while the control chains are mainly in pressurized compartments. Therefore, all sorts of precautions must be taken to allow this linkage to cross the walls of the pressurized compartments without affecting the pressure in these compartments.
• landing gear wheels may be larger than conventional train wheels, which places the fuselage higher in relation to the ground.
• the handle should be placed in a non-pressurized area, which requires the drilling of a hole for the passage of the linkage in a pressurized wall with all the problems related to the pressurization that this implies. This handle would then be very far from the ground, at a height greater than a man's height, with increased risks of falling for maintenance men. Presentation of the invention
• the invention proposes a system for operating the landing gear of an aircraft in which the opening control of the hatch and the output control of the train are made electrically, regardless of the mode of operation.
• the electrical energy is always available on board an aircraft, either thanks to the operation of the reactors, in normal operation or in the event of loss of hydraulic energy, or thanks to an emergency propeller making it possible to generate the quantity sufficient power to maneuver the aircraft in degraded mode (loss of hydraulic and electrical energy), or possibly using an auxiliary source of energy on the ground (batteries, park group, ...), in the maintenance phase .
• the invention therefore proposes to replace the hydraulic and mechanical controls of the control chains of the traps and the train by electrical controls, in normal operation, in emergency operation and in maintenance operation. More precisely, the invention relates to a system for maneuvering a landing gear of an aircraft mounted articulated in a box of a train closed by a set of traps, comprising:
• a landing gear control chain characterized in that the general control unit, the hatch control chain and the train control chain are controlled by a source of electrical energy, when the aircraft is in normal operation, in emergency operation and in the maintenance phase.
• the invention may also include one or more of the following features:
• the chain of control of the hatches comprises at least one locking device of the electrically controlled hatch, at least one member actuating the hatch and a control member of the actuating member electrically controlled.
• the train control chain comprises at least one electrically controlled train holding device, at least one actuating member of the train and a control member of the electrically controlled actuator.
• the energy source is the general electrical supply available to the aircraft.
• the power source is the general power supply of the aircraft or a secondary electrical source of the aircraft, including a propeller if the general power supply of the aircraft is not available.
• the energy source is an available electrical source of the aircraft or an auxiliary electrical source on the ground.
• the chain of control of the hatches comprises at least one electric actuator associated with the locking device of the hatch and an electric actuator associated with the control member of the actuating member of the hatch.
• the control chain of the train comprises at least one electric actuator associated with the train holding device and an electric actuator associated with the control member of the actuating member of the train.
• control chain of the hatches comprises an electric control unit controlling the opening of the main hatch, in the maintenance phase.
• the general control unit is electrically connected to the trap control chain and to the train control chain.
• the electrical connection between the general control unit and the control chains of the traps and the train is a wired connection.
• the general control unit ensures a sequencing in the actuations of the locking devices of traps and of keeping the train and in the actuating members
• the invention also relates to an aircraft provided with this system for operating the landing gear. Brief description of the drawings
• FIG. 3 shows the landing gear output system according to the invention.
• the invention proposes a system for maneuvering the landing gear with electrical controls. This system of the invention is shown in FIG.
• This operating system comprises a control chain of the hatches 16 and a control chain of the train 15, these chains being themselves controlled by a general control unit.
• the control chain of the hatches 16 comprises at least one locking device of each hatch, at least one actuating member of each hatch and a control member of this actuating member.
• the train box of an aircraft comprises several traps, namely one or more main hatch (s) and at least one secondary hatch. The invention will be described in its application to a main gear hatch.
• Each hatch is actuated by means of at least one actuating member, such as a jack or an electric motor.
• actuating member such as a jack or an electric motor.
• the actuating member is a jack.
• the cylinders are controlled by means of a control member 18.
• This control member may be a solenoid valve, that is to say a hydraulic valve electrically controlled by an electric motor.
• Each hatch is held in the locked position by means of a locking device 17.
• This locking device may be a hook or a self-locking jack or a system of rods connected to the train and allowing, by appropriate kinematics, d 'open the trap when the train starts its exit phase.
• the locking device is an electrically controlled hook.
• the locking hook is, in the invention, associated with an electric actuator.
• the trap control chain comprises:
• the control chain of the train 15 comprises a train holding device, at least one actuating member of the train and a control member of this actuating member.
• the train is thus actuated by means of an actuating member, such as a cylinder or an electric motor. Subsequently, it will be considered that the actuating member is a jack.
• This cylinder is controlled by means of a control member 14 of the solenoid valve type.
• the holding device is an electrically controlled hook.
• the holding hook is associated with an electric actuator.
• control chain of the train comprises: a hook for holding the train controlled electrically from an electric actuator, and
• each element of the train control chain and the trap control chain is capable of receive an electrical command issued by the general control unit.
• each element is connected to an electric actuator, namely an electric motor or a solenoid valve.
• the electric current on board an aircraft is provided for example by the aircraft engines.
• the electric current required for the operation of the train and, therefore, traps can be provided by the aircraft engines, like all the electrical energy on board.
• a degraded mode is set up, called emergency operation.
• the electrical energy required for the operation of the train and hatches is provided by a source of electrical energy available from the aircraft.
• auxiliary power source On the ground, during the maintenance phase, the electrical energy can be supplied by an auxiliary power source.
• This auxiliary power source may be, for example, the batteries of the aircraft or a generator on the ground.
• a single system for maneuvering the train and traps can be implemented both in normal operation, in emergency operation or maintenance phase.
• the mode of operation normal, emergency, maintenance
• the only source of energy of the control chains of the hatches and the train is the electrical energy.
• the control chain of the hatches and the control chain of the train are each connected only by an electrical connection to the general control unit. This electrical connection can be an electrical cable or even a wireless link.
• the maneuvering of the train and hatches is thus controlled, in flight, by the crew, from the on-board computer, from the cockpit, by actuation of a switch, a lever connected to a sensor of electrical position or any other electrical control device.
• This electric control member transmits the command to open the hatches and exit the train in a predetermined sequence that ensures the opening of the hatches before the exit of the train and then closing the main door once the train out.
• this predetermined sequence ensures the opening of the main door before raising the train and closing the main and secondary doors once the train returned.
• the succession of opening / closing maneuvers hatches and output / return train is obtained by means of the sequencing of the command orders sent by the general control unit.
• the opening of the main door can be controlled by an electrical control member 10, placed so as to be easily accessible.
• This electric control member 10, of the switch or control lever type controls the opening of the main hatch of the gear box.
• This switch can be in the form of an electric button connected by an electric cable to the control chain of the hatches 16.
• FIG. 3 the connection between the switch 10 and the control chain of the hatches 16 is symbolized by a double arrow.
• Such an electrical switch has the advantage of being placed within man's reach. Indeed, this electric switch is small, compared to a manual handle, it can be installed directly on the fuselage, or even on the landing gear. It is not likely to change the lift of the aircraft and therefore can be installed elsewhere than in a closed cavity. It can, for example, be installed on one leg of the landing gear.
• the system of the invention therefore allows a gain in weight but also a saving of space since there is no shaft, connecting rod or other mechanical linkage passing through the housing of the landing gear.

Landscapes

• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Mechanical Engineering (AREA)
• Manufacturing & Machinery (AREA)
• Transportation (AREA)
• Business, Economics & Management (AREA)
• Emergency Management (AREA)
• Power-Operated Mechanisms For Wings (AREA)
• Fluid-Pressure Circuits (AREA)
• Transmission Devices (AREA)
• Driving Mechanisms And Operating Circuits Of Arc-Extinguishing High-Tension Switches (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

Family

ID=34949528

Family Applications (1)

Country Status (8)

Families Citing this family (20)

Citations (4)

Family Cites Families (10)

• 2004
  • 2004-09-21 FR FR0452105A patent/FR2875475B1/fr not_active Expired - Fee Related
• 2005
  • 2005-09-15 CN CNB2005800318418A patent/CN100515862C/zh not_active Expired - Fee Related
  • 2005-09-15 RU RU2007115053/11A patent/RU2363617C2/ru not_active IP Right Cessation
  • 2005-09-15 US US11/663,413 patent/US8191827B2/en active Active
  • 2005-09-15 EP EP05800486.2A patent/EP1802526B1/fr not_active Expired - Lifetime
  • 2005-09-15 CA CA2580829A patent/CA2580829C/fr not_active Expired - Fee Related
  • 2005-09-15 JP JP2007531809A patent/JP4528831B2/ja not_active Expired - Fee Related
  • 2005-09-15 WO PCT/FR2005/050746 patent/WO2006032811A1/fr not_active Ceased

Patent Citations (4)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events