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
  • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
  • B64D31/02—Initiating means
  • B64D31/04—Initiating means actuated personally
• • 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
  • B64D33/04—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
• • 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
  • F02K1/763—Control or regulation of thrust reversers with actuating systems or actuating devices; Arrangement of actuators for thrust reversers

Definitions

• Such a control device may, for example, be used in an aircraft comprising a jet engine or a propeller motor.
• a thrust reverser device is a device for forwardly pointing the thrust exerted by the engine in order to slow down the aircraft and reduce the braking distances during landing.
• this prohibition is achieved by the sliding of a finger simultaneously in a first cam path formed in the frame and in a second cam path formed on a portion integral with the control device of the device; the finger being arranged in an oblong groove formed at the end of the thrust lever and being connected by a connecting rod to the thrust reverser handle.
• the finger slides in the grooves of the first and second cam paths and thus drives the rotary wheel in rotation.
• Such a control device has a good mechanical strength. However, it can induce at certain points of operation of strong mechanical constraints forcing the oversizing of certain parts. This oversizing is critical because of the location of these parts in the driveline. This oversizing can also increase the weight of the controller. Such a control device is also complex to achieve when it is desired a high accuracy on the angle of rotation of a lever from which the other lever is locked in rotation.
• Such a "pebble roller” type system makes it possible to perform two functions by one and the same subassembly, thus leading to gains in number of parts, in size, in mass and in cost.
• a system has a lower mechanical strength and reaches the levels of blocking accuracy expected only by the use of a control system difficult to manage because of assembly tolerances and machining accuracies.
• a locking lever comprising a pivot axis articulated on the thrust lever, a first end and a second end disposed on either side of the pivot axis,
• control device has a high structural strength when a lever (thrust or thrust reverser) locked is solicited by an external force.
• a lever tilt or thrust reverser
• the locking lever and the frame are biased in compression. which improves the structural integrity of the control device.
• This control device can advantageously be installed with a type system "roller idler" for redundancy of the locking system without sharing parts.
• a secondary cam path formed on a slice of the thrust reverser lever and extending in the extension of the bearing face; said secondary cam path forming a defined angle with the bearing face of the thrust reverser handle; said defined angle being defined in a plane perpendicular to the axis of articulation of the thrust reverser handle;
• the stop has a side face against which the thrust reverser lever is adapted to abut, when the thrust reverser lever is in the maximum operating position
• first and / or second ends of the locking lever comprise a first and / or respectively a second roller mounted pivoting on an axis parallel to said hinge axis;
• control rotary wheel adapted to rotate about the axis of articulation of the thrust lever in a predefined direction to control the power of the engine and in which the thrust lever actuates by direct drive said control wheel ;
• FIG. 1 is a view of a side face of the control device according to the invention.
• FIG. 2 is a view of the lateral face opposite the face illustrated in FIG. 1;
• FIG. 3 is a perspective view of a part of the control device according to the invention.
• FIG. 4 is a view of a portion of the side face illustrated in FIG. 1, on which the thrust lever is positioned before a predefined angle;
• FIG. 5 is an enlargement of part of FIG. 4;
• FIG. 6 is a view of a portion of the side face illustrated in FIG. 4, on which the thrust reverser lever has been actuated;
• FIG. 8 is a view of a portion of the side face illustrated in FIG. 1, in which the thrust reverser lever is positioned before a predetermined angle ⁇ ;
• FIG. 9 is a view similar to the view illustrated in Figure 1, wherein the thrust reverser lever is positioned after the predetermined angle ⁇ .
• the description of the control device is made with reference to an orthonormal system (x, y, z) illustrated in FIG. 1. Terms such as “upper”, “lower” are defined with respect to the position of the illustrated control device. in Figure 1.
• control device 2 comprises a frame 4, a thrust lever 6 hinged to the frame 4 about a hinge pin 8, an articulated control wheel 10 to the frame 4 and a connecting rod 11 connecting the thrust lever 6 to the control wheel 10.
• the frame 4 has the shape of a flange which extends in a plane (x, z).
• a cam path hereinafter called primary cam path 12
• This primary cam path 12 has a rounded shape whose center is the center of the hinge axis 8 of the thrust lever and whose radius Rb is, for example, between 1/7 of the spacing Ra and 7/10 of the gap Ra.
• the frame 4 comprises a plane stop face 14 arranged on the front face of the flange.
• the stop face 14 extends in the plane (y, z) in the extension of an end 16 of the primary cam path 12.
• the stop face 14 has, with the primary cam path 12, a defined angle ⁇ in a plane (x, z). This angle a is, for example, between 91 ° and 179 °
• the control coding wheel 10 is adapted to rotate about an axis of rotation which extends coaxially with the hinge axis 8 of the thrust lever 6 to control an engine power control device and an inverter device thrust not shown.
• Position sensors also not shown, are fixed to the right of the control wheel 10. These position sensors are electrically connected to a control unit of the power control device and the thrust reverser device.
• the control device 2 comprises, on the lateral face 18 of the thrust lever, a thrust reverser lever 22 articulated on the thrust lever 6 about an articulation axis 24, a stop 26 of the throttle lever. thrust reverser and a locking lever 28 hinged to the thrust lever 6 about a pivot axis 30.
• the hinge axis 24 and the pivot axis 30 extend parallel to the axis of rotation. articulation 8 of the thrust lever 6.
• the thrust reverser handle 22 is adapted to control the displacement of the blades or propellers of the thrust reverser device. It also controls the power of the motor, without the action of the thrust lever 6. It is adapted to be pivoted along an actuating stroke between a rest position P0 shown in FIG. 1 and a maximum driving position. P4 shown in Figure 9. In the rest position, the blades of the thrust reverser device extend in the extension of the nozzle. Outside this rest position, the blades are deployed to the maximum or in the case of a propeller motor, the pitch of the propeller is reversed. In the maximum drive position P4, the engine power is at maximum allowable in reverse thrust mode, and in the case of a propeller motor, the pitch is reversed to the maximum. When the thrust reverser lever is in its rest position P0, it extends substantially horizontally against an upper face of the stop 26, as can be seen in FIGS. 1 and 2.
• the thrust reverser lever 22 is shaped as a clevis or control stirrup. It comprises a gripping arm 32, a first driving limb 33 and a second driving limb 34 articulated on the thrust lever around the articulation axis 24.
• the connecting rod 11 is articulated at one end of the drive branch 33 of the thrust reverser lever and at a peripheral portion of a lateral face of the control coding wheel 10.
• the rod 11 When actuating the throttle lever thrust reverser 22 in the direction of an actuation Fa, the rod 11 is adapted to drive the control wheel 10 in rotation in a direction opposite to the predefined direction S.
• the edge of the second drive branch 34 of the thrust reverser handle is provided with a bearing face 36 and a cam path, said secondary cam path 38 which extends in the extension of the bearing face 36.
• the bearing face 36 has an end 361 connected to the secondary cam path 38 and an opposite end 362 connected to the gripping arm 32.
• the bearing face 36 is flat. It forms a ramp which has a slope slightly inclined relative to the gripping arm 32.
• the distance d defined between the hinge pin 24 of the thrust reverser lever and the bearing surface 36 of the joystick thrust reverser increases between the end 362 connected to the gripper arm 32 and the end 361 connected to the secondary cam path 38. From the secondary cam path 38, the distance d between the hinge axis 24 and the bearing face 36 is constant; the secondary cam path 38 being concentric with the hinge axis 24.
• the bearing face 36 has an angle ⁇ with the secondary cam path 38 at their connection.
• the angle ⁇ is chosen so that, when the thrust reverser lever 22 is positioned before a predefined angle ⁇ , the second end 41 is disposed on the bearing face 36 and the actuation of the throttle lever. pushing 6 causes the thrust reverser lever 22 to pivot in a clockwise direction towards its rest position PO.
• This angle ⁇ is, for example, between 91 ° and 179 °.
• the secondary cam path 38 has a rounded shape whose center is the center of the hinge axis 24 of the thrust reverser lever 22 and whose radius Rm is, for example, between 5/100 of the Ra spacing and 14/50 gauge Ra.
• the ratio between, on the one hand, the radius Rm of the rounding formed by the secondary cam path 38 and, on the other hand, the minimum distance dm separating the hinge axis 24 from the reversing lever of thrust to the orthogonal projection of the hinge pin 24 on the plane defined by the bearing face 36, is between 4/100 of the distance Ra and 27/100 of the gap Ra.
• the stop 26 is fixed to the lateral face 18 of the thrust lever so as to extend perpendicular thereto.
• It comprises an upper face 261 which extends substantially in the plane (x, y) and on which the gripping arm 32 of the thrust reverser lever rests, when the thrust reverser lever is in the rest position , and a lateral face 262 slightly inclined with respect to the plane (y, z) against which the bearing surface 36 of the thrust reverser lever abuts, when the thrust reverser lever is in the position of maximum training.
• the locking lever 28 has a first free end 40 and a second free end 41 on either side of the pivot axis 30.
• the first 40 and second 41 ends are respectively provided with a first 42 and a second roller 44 pivoting about an axis parallel to the hinge axis 8 of the thrust lever.
• the control device 2 further comprises a return device adapted to generate a torque on the thrust reverser lever 22 so that it pivots in a clockwise direction to the stop 26.
• the return device is adapted to push the thrust reverser handle 22 towards its position of rest P0.
• the predefined angle ⁇ is defined relative to the angle of the thrust reverser lever 22 when it is in the rest position P0 on the stop 26.
• the return device comprises a projection 48 extending perpendicularly to the side face 18 and a preload spring 52 extending between a face of said projection 48 and a slice 50 of the locking lever.
• the preload spring 52 is adapted to push the second roller 44 of the locking lever against the bearing surface 36 of the thrust reverser handle.
• the prestressing spring 52 as well as the inclination of the bearing face 36 make it possible to bring the thrust reverser handle 22 in the rest position against the upper face of the abutment 26.
• the return device comprises a torsion spring fixed on the one hand to the thrust lever 6 and on the other hand either to the locking lever 28 or to the gripping arm 32.
• the preload spring 52 is replaced by a spring blade.
• the axis of the first roller 42 of the locking lever is disposed opposite the edge defined between the end 16 the primary cam path 12 and the stop face 14; the predetermined angle ⁇ being defined with respect to the angle of the thrust lever 6 when it is in the rest position._The first end 40 of the locking lever is then arranged at a first predetermined distance I of the face of the stop 14.
• This configuration allows a cooperation between the first roller 42 and the stop face 14 when the locking lever 28 generates a pressure on the first roller 42, which induces a force adapted to return the thrust lever 6 to its rest position .
• the bearing face 36 exerts a force on the second roller 44 tending to to accentuate the pivoting of the locking lever 28 in a counterclockwise direction, accentuating the action of the first roller 42 on the stop face 14 and thus the return to the rest position of the thrust lever 6.
• the second roller 44 is then at the right of the secondary cam path 38, which stops the anticlockwise rotation of the locking lever 28, and therefore any displacement effort of the throttle lever thrust 22.
• the thrust reverser lever 22 can be engaged by the pilot in the direction of an actuation Fa provided that sufficient force is exerted on the thrust reverser lever 22 to return the thrust lever 6 to its rest position, and to compress the preloading spring 52.
• control device 2 allows to engage the thrust reverser lever 22 while the thrust lever 6 is itself already engaged by an angle less than the predetermined angle ⁇ . And the engagement of the thrust reverser handle 22 in this case automatically returns the throttle lever 6 to its home position.
• the first end 40 of the locking lever is disposed at right and at an interval Dp of the primary cam path 12, shown in FIG. Dp causes a set of operation of the thrust reverser handle 22.
• the thrust reverser handle 22 can be actuated at a weak angle before being locked by the contact of the first roller 42 on the cam path primary 12 because of this interval Dp.
• This interval Dp allows the entire mechanism to move without risk of blockage. This interval Dp makes it possible to avoid a hyperstatism of the control device. If this interval Dp is zero, it is impossible to actuate the thrust reverser handle 6.
• thrust reverser mode if the pilot actuates the thrust reverser handle 22 while the thrust lever 6 is in the rest position, the second roller 44 slides first on the bearing surface 36 and then on the path The preload spring 52 is compressed, the locking lever 28 pivots in a counter-clockwise direction. The first end 40 approaches the stop face 14 without abutting against it.
• the thrust lever 6 can be actuated by the pilot in the direction of an actuation Fi.
• the locking lever 28 is rotated about the hinge axis 8 by the thrust lever 6, without pivoting about the pivot axis 30.
• the first end 40 of the locking lever abuts on the stop face 14.
• This stop of the first roller 42 40 bounces, induces a rotation of the locking lever 28 in a clockwise direction, causing the second roller 44 to exert a force on the bearing face 36 of the thrust reverser lever 22, causing a displacement thereof in a clockwise direction, thereby returning it to its rest position P0 against its stop 26. Actuating the throttle lever thrust 6 is then allowed.
• the thrust reverser lever 22 is nominally pressed against its abutment 26 by the preload spring 52, as long as the actuation force Fa of the thrust reverser lever remains below a certain predetermined threshold. Beyond this, if the thrust reverser lever 22 is pivoted by an angle less than the predefined angle ⁇ , the thrust lever 6 can still be actuated if the force exerted on the thrust lever 6 in the direction of an actuation Fi is sufficient to return the thrust reverser lever 22 to its rest position towards its stop 26.
• the second roller 44 is positioned on the secondary cam path 38 and the rotation of the thrust lever 6 is locked in the direction of an actuation Fi to a running game near, on the one hand, by the support of the first roller 42 of the locking lever against the stop face 14 of the frame, and secondly, by the support of the second roller 44 of the locking lever against the secondary cam path 38.
• the first roller 42 is positioned at a second distance F from the stop face 14 allowing rotation of a small angle of the thrust lever 6. This rotation corresponding to a running clearance required for avoid a hyperstatism of the control device.
• This second distance F is calculated according to the operating clearance authorized by the aircraft manufacturer.
• the radius Rb of the primary cam path 12, the radius Rm of the secondary cam path 38, the length and stiffness of the preload spring 52 as well as the length of the gap Dp and the length of the first I and second predetermined distance are chosen according to the angle of rotation of a joystick from which it is desired to block the other joystick, and expected efforts for the handling of each of the joysticks.
• the predetermined angle ⁇ of the actuating stroke of the thrust lever is equal to 2 ° and the predefined angle ⁇ of the operating stroke of the throttle lever thrust reverser is equal to 25 °.
• the predetermined angle ⁇ has been enlarged to facilitate understanding of the invention.

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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)
• Mechanical Control Devices (AREA)
• Transmission Devices (AREA)
• Braking Arrangements (AREA)

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• 2013
  • 2013-05-06 FR FR1354140A patent/FR3005302B1/fr active Active
• 2014
  • 2014-05-02 US US14/889,624 patent/US9422061B2/en active Active
  • 2014-05-02 WO PCT/FR2014/051048 patent/WO2014181059A1/fr active Application Filing
  • 2014-05-02 CN CN201480025802.6A patent/CN105263804B/zh active Active
  • 2014-05-02 EP EP14727880.8A patent/EP2976262A1/de not_active Withdrawn

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