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    • 专利摘要:
    PUSH REVERSE AND SYSTEM AND METHOD OF PERFORMANCE OF VARIABLE AREA PROPELLER NOZZLE. The present invention relates to an actuation system for a gas turbine engine including a thrust reverser and a variable area propeller nozzle. The system has a plurality of linear actuators, each having a first external concentric piston with a second internal piston. The first external piston is operatively connected to a thrust reverser. The second internal piston is operatively connected to a variable area propeller nozzle. The system even has a piston lock assembly to selectively lock the first outer piston on the second inner piston. The system also has a control system coupled with a plurality of linear actuators for operating the propeller nozzle with a variable area between a retracted position and an employed position.
    公开号:BR112013013706B1
    申请号:R112013013706-1
    申请日:2011-10-31
    公开日:2021-01-05
    发明作者:Michael John Burgess
    申请人:The Boeing Company；
    IPC主号:
    专利说明:

    FIELD
    [0001] The present invention generally relates to thrust reverser systems for engines and, more particularly, thrust reverser actuation systems and variable area propeller nozzle systems for aircraft jet engines. BACKGROUND
    [0002] A jet aircraft, such as a commercial and military passenger aircraft, uses thrust reversers in aircraft jet engines to reverse the propeller exhaust air from a jet engine in order to reduce the speed of aircraft after landing. This jet aircraft can also use variable area propeller nozzles (VAFNs) to improve the propulsion efficiency of the aircraft's jet engines. However, these thrust reversers are actuated by a thrust reverser actuation system (TRAS), and known variable area propeller nozzles are actuated by a separate variable area propeller actuation system. These separate actuation systems can result in duplicate synchronization sets, duplicate control systems, separate / duplicate VAFN actuators and an additional structure to support the assembly of the VAFN actuation components. This duplication of assemblies, systems and components by the separate TRAS and VAFN actuation systems can increase the overall weight of the engine and the aircraft, which, in turn, can reduce fuel efficiency and, in certain cases, reliability .
    [0003] Therefore, there is a need in the technique for a system and method for actuating a thrust reverser and a variable area propeller nozzle in a single actuation system that provides advantages over known methods and systems. SUMMARY
    [0004] This need for a system and method for actuation of a thrust reverser and a variable area propeller nozzle in a single actuation system is satisfied. As discussed in the detailed description below, system and method modalities can provide significant advantages over existing methods and systems.
    [0005] In an exhibition mode, an actuation system is provided for a gas turbine engine including a thrust reverser and a variable area propeller nozzle. The system has a plurality of linear actuators. Each linear actuator has a first concentric outer piston with a second inner piston. The first external piston is operatively connected to a thrust reverser, and the second internal piston is operatively connected to a variable area propeller nozzle. The system even has a piston lock assembly to selectively lock the first outer piston on the second inner piston. The system also has a control system coupled with the plurality of linear actuators for operating the propeller nozzle with a variable area between a retracted position and an employed position.
    [0006] In another mode of the exhibition, an actuation system is provided for an aircraft that has a jet engine including a thrust reverser and a variable area propeller nozzle. The system has a plurality of linear actuators. Each linear actuator has an actuator housing. Each linear actuator still has a first concentric outer piston with a second inner piston. The first external piston is operatively connected to a thrust reverser. The second internal piston is operatively connected to a variable area propeller nozzle. The first external piston and the second internal piston are substantially positioned in the actuator housing. The linear actuator also has a synchronization set positioned in the actuator housing to update the first external piston and to actuate and synchronize the second internal piston. The synchronization assembly has a flexible shaft, worm gear, worm screw and lead screw. The system even has a piston lock assembly to selectively lock the first external piston on the second internal piston. The system still has at least one hydraulic line attached to the plurality of linear actuators. The system also has a control system coupled to the plurality of linear actuators. The control system is able to actuate the second internal piston independently of the first external piston and, thus, operate the propeller nozzle of variable area between a retracted position and an employed position. The control system is also able to actuate the first external piston between a thrust reversing position and a thrust reversing position, while the piston lock assembly is engaged.
    [0007] In another mode of the exhibition, a method is provided for actuation in a single actuation system of a thrust reverser and a propeller nozzle of variable area in an aircraft jet engine. The method comprises the provision of a combined actuation system of thrust reverser and variable area propeller nozzle. The system comprises a plurality of linear actuators, each linear actuator comprising a first concentric outer piston with a second inner piston. The first external piston is operatively connected to a thrust reverser, and the second internal piston is operatively connected to a variable area propeller nozzle. The system also comprises a piston lock assembly to selectively lock the first external piston on the second internal piston. The system also comprises a control system coupled with the plurality of linear actuators. The method also includes unlocking the piston lock assembly when the first external piston and the second internal piston are in a retracted position. The method also includes the use of the control system for actuation of the second internal piston and the variable area propeller nozzle independently of the first external piston and the thrust reverser, so that the second internal piston and the variable area propeller nozzle acted for a first employed position. The method also comprises the coating of the piston lock assembly, when the second internal piston and the variable area propeller nozzle are in the first position used. The method also includes the use of the control system for actuation of the first external piston and the thrust reverser, so that the first external piston and the thrust reverser are actuated to a second position employed, while the piston lock assembly is caught.
    [0008] The features, functions and advantages that have been discussed can be obtained identity, in various modalities of the exhibition, or can be combined in still other modalities whose additional details can be seen with reference to the description below and the drawings.
    [0009] An actuation system for a gas turbine engine including a thrust reverser and a variable area propeller nozzle, the system comprising: a plurality of linear actuators, each linear actuator comprising a first concentric external piston with a second internal piston, in which the first external piston is operatively connected to a thrust reverser and the second internal piston is operatively connected to a variable area propeller nozzle; a piston lock assembly to selectively lock the first outer piston on the second inner piston; and a control system coupled to the plurality of linear actuators for operating the propeller nozzle of variable area between a retracted position and an employed position.
    [00010] The system in which the piston lock assembly comprises a solenoid coupled to an extensible and retractable pin.
    [00011] The system in which the piston lock assembly comprises a solenoid coupled to a pair of extensible and retractable pins, in which the pins are designed for insertion into corresponding slots formed in the first external piston and the second internal piston.
    [00012] The system in which the control system comprises a power source, a cross-section line, a motor element, a drive shaft, a transmission box, a first hydraulic line, a flexible shaft and a second line hydraulic.
    [00013] The system in which a single actuation system is common to both the thrust reverser and the variable area propeller nozzle.
    [00014] The system in which the control system is able to actuate the second internal piston independently of the first external piston.
    [00015] The system in which the control system is able to actuate the first external piston between a retracted thrust reverser position and a thrust reverser employed position, while the piston lock assembly is engaged.
    [00016] The system in which each linear actuator still comprises a synchronization set controlled by a control system for synchronization of the first external piston and for actuation and synchronization of the second internal piston, the synchronization assembly comprising a flexible shaft, a gear for worm screw, worm screw and lead screw.
    [00017] The system in which, when the first external piston and the second internal piston are locked together, they are acted together by a common rotation of the synchronization assembly.
    [00018] The system in which each linear actuator still comprises a hydraulic assistance assembly comprising a flow passage formed through the first external piston, one or more stop elements formed along the inside of an actuator housing, and one or more seal elements inserted between the first external piston and the second internal piston.
    [00019] The system in which a single actuation system is common to both the thrust reverser and the variable area propeller nozzle.
    [00020] The system in which the system allows the variable area propeller nozzle to move between the retracted position and the employed position, which results in an aerodynamic shift to the variable area propeller nozzle, and in turn , a reduction in engine noise levels.
    [00021] The system in which the system still comprises an accumulator assembly for storage and supply of hydraulic fluid to the second internal piston.
    [00022] The system in which, when the control system is activated, the piston lock assembly is locked, and only the second internal piston is actuated.
    [00023] An actuation system for an aircraft that has a jet engine including a thrust reverser and a variable area propeller nozzle, the system comprising: a plurality of linear actuators, each linear actuator comprising: an actuator housing; a first concentric outer piston with a second inner piston, wherein the first outer piston is operatively connected to a thrust reverser and the second inner piston is operatively connected to a variable area propeller nozzle, the first outer piston and the second piston internal being substantially positioned in the actuator housing; a synchronization assembly positioned in the actuator housing for synchronization of the first external piston and for actuation and synchronization of the second internal piston, the synchronization assembly comprising a flexible shaft, a worm gear, a worm screw and a screw advance; a piston lock assembly selectively locking the first outer piston on the second inner piston; at least one hydraulic line coupled to the plurality of linear actuators; and a control system coupled to the plurality of linear actuators, the control system capable of actuating the second internal piston independently of the first external piston and, thus, operating the propeller nozzle of variable area between a retracted position and an employed position, and the control system still able to actuate the first external piston between a retracted thrust reverser position and a used thrust reverser position, while the piston lock assembly is engaged.
    [00024] The system in which the piston lock assembly comprises a solenoid coupled to an extensible and retractable pin.
    [00025] The system in which the piston lock assembly comprises a solenoid coupled to a pair of extensible and retractable pins, in which the pins are designed for insertion into corresponding slots formed in the first external piston and the second internal piston.
    [00026] The system in which a single actuation system is common to both the thrust reverser and the variable area propeller nozzle.
    [00027] The system in which each linear actuator still comprises a hydraulic assistance assembly comprising a flow passage formed through the first external piston, one or more stop elements formed along the inside of an actuator housing, and one or more seal elements inserted between the first external piston and the second internal piston.
    [00028] The system in which the system allows the variable area propeller nozzle to move between the retracted position and the employed position, which results in an aerodynamic shift to the variable area propeller nozzle, and in turn , a reduction in engine noise levels.
    [00029] A method for actuation in a single actuation system of a thrust reverser and a variable area propeller nozzle in an aircraft jet engine, the method comprising: the provision of a combined thrust reverser actuation system and variable area propeller nozzle, comprising: a plurality of linear actuators, each linear actuator comprising a first external piston concentric with a second internal piston, wherein the first external piston is operatively connected to a thrust reverser and the second internal piston it is operatively connected to a variable area propeller nozzle; a piston lock assembly to selectively lock the first outer piston on the second inner piston; and a control system coupled with the plurality of linear actuators; the unlocking of the piston lock assembly, when the first external piston and the second internal piston are in a retracted position; the use of the control system for actuation of the second internal piston and the variable area propeller nozzle independently of the first external piston and the thrust reverser, so that the second internal piston and the variable area propeller nozzle are actuated for a first position employed; the locking of the piston lock assembly, when the second internal piston and the variable area propeller nozzle are in the first position used; and the use of the control system for actuation of the first external piston and the thrust reverser, so that the first external piston and the thrust reverser are actuated to a second position employed, while the piston lock assembly is locked.
    [00030] The method also comprises the provision of a hydraulic assistance set for the combined thrust reversing and propeller nozzle actuation system of variable area, in which the hydraulic assistance set helps with the hydraulic force and facilitates the actuation of the first external piston and thrust reverser.
    [00031] The method further comprises the provision of an accumulator set for the storage and supply of hydraulic fluid to the second internal piston.
    [00032] The method in which the method comprises a variable area propeller nozzle for movement between the retracted position and the employed position, which results in an aerodynamic change to the variable area propeller nozzle and, in turn, a reduction of environmental jet engine noise levels. BRIEF DESCRIPTION OF THE FIGURES
    [00033] The exhibition can be better understood with reference to the following detailed description taken in conjunction with the associated drawings, which illustrate preferred and exemplary modalities, but which are not necessarily drawn to scale, in which: figure 1A it is an illustration of a perspective view of an aircraft that has an example of an exhibition operating system; Figure 1B is an illustration of a side view of a prior art nacelle and a thrust reverser for an aircraft; Figure 1C is an illustration of a schematic diagram illustrating a side view of a plurality of prior art actuators and a thrust reverser sleeve, wherein the thrust reverser sleeve is in a retracted position; figure 1D is an illustration of a schematic diagram of the actuators and a thrust reverser sleeve of figure 1C, where the thrust reverser sleeve is in a fully employed position; figure 2 is an illustration of a schematic diagram illustrating a side sectional view of a prior art thrust reverser actuation system; figure 3 is an illustration of a side view of one of the modalities of an actuation system for exposure used with a thrust reverser in an aircraft nacelle; figure 4 is an illustration of a schematic diagram illustrating a side sectional view of one of the modalities of an exhibition actuation system; figure 5 is an illustration of a schematic diagram showing a side sectional view of the actuation system of figure 4, showing a piston lock assembly in an unlocked position; figure 6 is an illustration of a schematic diagram showing a side sectional view of the actuation system of figure 4, showing a second internal piston and a variable area propeller nozzle in a fully employed position; figure 7 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system of figure 4, showing a second internal piston and a variable area propeller nozzle in a fully employed position and a piston lock assembly in a locked position; figure 8 is an illustration of a schematic diagram showing a side sectional view of the actuation system of figure 4, showing a hydraulic pressure being applied to actuation of a first external piston and a thrust reverser; figure 9 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system of figure 4, showing an employed position and a thrust reverser in a half employed position and a piston lock assembly in a locked position ; figure 10A is an illustration of a schematic diagram showing a side sectional view of another of the modalities of distribution of an actuation system of the exhibition, showing another modality of a piston lock assembly; Figure 10B is an illustration of a partial cross-sectional view of the piston lock assembly of Figure 10A; figure 10C is an illustration of a front perspective view of the piston lock assembly of figure 10A showing the pins in an unlocked position; Figure 10D is an illustration of a perspective view of the piston lock assembly of Figure 10C showing the pins in a locked position with the first external piston and the second internal piston; figure 10E is an illustration of a perspective view of the piston lock assembly of figure 10D showing the pins in a locked position with the second internal piston; figure 11 is an illustration of a schematic diagram illustrating a side sectional view of yet another of the modalities of an exhibition actuation system with a hydraulic assistance set; figure 12 is an illustration of a schematic diagram showing a side sectional view of the actuation system of figure 11 showing a hydraulic pressure being applied and a first external piston and a second internal piston in a fully employed position; figure 13 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system of figure 11 showing a hydraulic retracted pressure being applied and a first external piston in a retracted position and the piston lock assembly in a position locked; figure 14 is an illustration of a schematic diagram showing a side sectional view of the actuation system of figure 11 showing a hydraulic pressure being applied and the piston lock assembly in an unlocked position; figure 15 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system of figure 11 showing a hydraulic pressure being applied and a second internal piston in a retracted position and the piston lock assembly in a locked position ; figure 16A is an illustration of a schematic diagram illustrating an embodiment of an accumulator set for use with one of the exhibit actuation system; Figure 16B is an illustration of a schematic diagram of the accumulator assembly of Figure 16A showing a hydraulic fluid flowing out of the accumulator assembly when the variable area propeller nozzle is employed; figure 16C is an illustration of a schematic diagram of the accumulator assembly of figure 16A showing a hydraulic fluid flowing out of the accumulator assembly when the thrust reverser is employed; figure 17 is a block diagram that illustrates one of the modalities of an exhibition performance system; figure 18 is a block diagram that illustrates one of the modalities of a control system for an exhibition actuation system; and figure 19 is a flow chart illustrating an example method of exposure. DETAILED DESCRIPTION
    [00034] The exhibited modalities will now be described more fully from this point on, with reference to the associated drawings, in which some, but not all of the exhibited modalities are shown. In fact, several different modalities can be provided and should not be construed as limited to the modalities set forth here. Instead, these modalities are provided so that this exposure is comprehensive and complete and fully exposes those skilled in the art.
    [00035] Now, with reference to the figures, figure 1A is an illustration of a perspective view of an aircraft 12 that has an example of an actuation system 10 of the exhibition. As shown in figure 1A, aircraft 12 has a nacelle 14 with an engine 16 and a thrust reverser 32. Aircraft 12 still has wings 18, a body 20 and a tail 22. Figure 1A shows where thrust reverser 32 may be located on aircraft 12.
    [00036] Referring to the figures, figure 1B is an illustration of a side view of a known aircraft nacelle 14 having a thrust reverser 32. The aircraft nacelle 14 may comprise an air inlet 24, a battery fairing 26 , a stringer 28, a primary air exhaust nozzle 29, a plurality of linear actuators 30, a first hydraulic line 34, a second hydraulic line 36, a control valve 44 and a torque box 46. The thrust reverser 32 reverses the propeller air exhaustion from an engine, thus slowing down an aircraft during landing. Typically, there are six linear actuators 30 per thrust reverser 32 (three layers of dielectric 30 through thrust reverser 32), and linear actuators 30 act or move thrust reverser 32. Linear actuators 30 can be connected to the first line hydraulic 34 and the second hydraulic line 36. Each layer of dielectric 30 can be coupled to a piston 38 that has a head end 40 and a rod end 42. The first hydraulic line 34 pressurizes the head end 40 of piston 38, and the second hydraulic line 36 pressurizes the rod end 42 of the piston 38. The hydraulic pressure is controlled by the control valve 44.
    [00037] Figure 1C is an illustration of a schematic diagram illustrating a side view of known linear actuators 30 and thrust reverser 32, where thrust reverser 32 is in an employed position 48. The head end 40 of each piston 38 is coupled to each linear actuator 30 via a lead screw 58. The rod end 42 of each piston 38 is coupled to the thrust reverser 32. Figure 1D is an illustration of a schematic diagram of the linear actuators 30 and the reverser thrust 32 of figure 1C, where thrust reverser 32 is in a fully employed position 60. As shown in figure 1D, when hydraulic pressure P1 is applied to pistons 38, pistons 38 are employed or extend, and the reverser thrust 32 moves back to employed position 60. When hydraulic pressure P2 (figure 1D) is retracted, pistons 38 are retracted or retracted, and thrust reverser sleeve 32 moves forward to the retracted position to 48, as shown in figure 1C. Alternatively, hydraulic pressure P2 can be applied simultaneously with hydraulic pressure P1 for the use of pistons 38. Pistons 38 are moved together by synchronizing a flexible shaft 52 in a hydraulic tube 50, a worm gear 54, and a worm screw 56.
    [00038] Figure 2 is a schematic diagram illustrating a side sectional view of a known thrust reverser actuation system 61. The thrust reverser actuation system 61 comprises linear actuator 30 coupled to piston 38 through the screw advance 58. Piston 38 acts the thrust reverser 32. A hydraulic fluid is supplied and hydraulic pressure is applied to linear actuator 30 and piston 38 through the first hydraulic line 34 and the second hydraulic line 36. Piston 38 is moved by synchronizing flexible shaft 52, worm gear 54 and worm 56. Piston 38 is locked or attached to an actuator housing 66 via piston fixing pins 62. Hydraulic seals 64 located on piston 38 and actuator housing 66 can prevent leakage of hydraulic fluid.
    [00039] Figure 3 is an illustration of a side view of one of the modalities of an actuation system 10 of the exhibition used with a thrust reverser 32 in a nacelle 14 of an aircraft 12 (see figure 1). The nacelle 14 is preferably attached to the wing 18 of the aircraft 12 (figure 1A). The nacelle 14 may comprise an air inlet 24, a battery fairing 26, a stringer 28, a primary air exhaust nozzle 29, a plurality of linear actuators 30, a first hydraulic line 34, a second hydraulic line 36, a torque box 46 and a control system 75. Figure 4 is an illustration of a schematic diagram illustrating a side sectional view of the modalities of the actuation system 10 of the exhibition. Figure 17 is a block diagram that illustrates one of the modalities of the actuation system 10 of the exhibition. As shown in figures 3, 4 and 17, in an exhibition mode, the actuation system 10 is provided for a gas turbine engine 16 that includes the thrust reverser 32 and a variable area propeller nozzle 74. Preferably, engine 16 is a jet engine used on an aircraft 12 (see figure 1A). Actuation system 10 is a unique actuation system that is common to thrust reverser 32 and variable area propeller nozzle 74, and actuation system 10 has a common actuator for thrust reverser 32 and propeller nozzle. variable area 74.
    [00040] The actuation system 10 comprises a plurality of linear actuators 30. Each linear actuator 30 comprises a first external piston 70 concentric with a second internal piston 72. Preferably, the first external piston 70 comprises a piston of reversing actuation system thrust (TRAS) or another suitable piston. Preferably, the second internal piston 72 comprises a variable area propeller nozzle piston or another suitable piston. The second inner piston 72 is preferably slidably located in the inner volume of the first outer piston 70, so that a portion of the second inner piston 72 extends externally from the first outer piston 70, when the second inner piston 72 is actuated independently of the first external piston 70 (see figure 6). The first external piston 70 can be connected to the actuator housing 66 via one or more piston fixing pins 62. The piston fixing pins 62 automatically release or unlock when the hydraulic pressure of use is applied to the first external piston 70. The first external piston 70 is operatively connected to the thrust reverser 32 via one or more thrust reverser pins 88, which can be in the form of cardan pins or other suitable pins. In the embodiment shown in figure 4, the second internal piston 72 is operatively connected to a variable area propeller nozzle 74 via one or more variable area propeller nozzle pins 100 in the variable area propeller nozzle 74 which are coupled to a connecting mechanism 101. The connecting mechanism 101 connects the second internal piston 72 to the variable area propeller nozzle pin 100 of the variable area propeller nozzle 74. The connection mechanism 101 can be in the form of a tensioner, a fastener with tensioner and a connecting element, or it can be in the form of another suitable fastener. The second internal piston 72 moves axially only, and the variable area propeller nozzle 74 moves axially and radially. The variable area propeller nozzle pins 100. The connection mechanism 101 accommodates axial and radial movement of the variable area propeller nozzle 74. As shown in figure 4, the second internal piston 72 can be connected to the linear actuator 30 via the lead screw 58 and lead nut 59. Hydraulic seals 64 coupled to first outer piston 70 and second inner piston 72 or actuator housing 66 can be added to prevent leakage of hydraulic fluid.
    [00041] Each linear actuator 30 of the actuation system 10 preferably comprises a synchronization set 51 (see figure 4) actuated or activated by a control system 75 (see figures 4 and 18) for synchronization of the first external piston 70 and for actuation and synchronization of the second internal piston 72. The synchronization assembly 51 preferably comprises a flexible shaft 52 coupled to a worm screw 56, which is coupled to a worm gear 54, which is coupled to the screw feedrate 58. The flexible shaft 52 is driven by a motor element 76 (see figure 4) of the control system 75 (see figure 4) and turns worm 56. Worm 56 turns the worm gear 54. worm gear 54 rotates lead screw 58. Lead screw 58 causes the second inner piston 72 to travel up and down and back and forth. However, when the motor element 76 is actuated, the piston lock assembly is locked and only the second internal piston 72 moves (using VAFN). When the first external piston 70 and the second internal piston 72 are locked or restricted together, they are actuated or moved together by a common rotation of the synchronization assembly 51.
    [00042] As shown in figures 4 and 17, the actuation system 10 still comprises a set of piston lock 90 for selective locking of the first external piston 70 to the second internal piston 72, so that they can be acted together or separately. In one embodiment of the piston lock assembly 90, as shown in figure 4, the piston lock assembly 90 comprises a solenoid 92 coupled to an extensible and retractable pin 94. Solenoid 92 acts on the extensible and retractable pin 94, which , in turn, couples the first external piston 70 to the second internal piston 72, in such a way that they are restricted to move together, or decouples the first external piston 70 from the second internal piston 72, so that they are able to move independently. The piston lock assembly 90 can be connected to a first supply line 96 preferably attached to a controller element 98, such as a solenoid controller element or other suitable controller element, in order to drive solenoid 92. The first supply line 96 may comprise a power supply line, such as a 28 Volt direct current (VDC) line, or another suitable supply line. Preferably, the piston lock assembly 90 is electrically actuated. As shown in figure 4, the extendable and retractable pin 94 is in an extended or locked position 102 and locks the first external piston 70 and the second internal piston 72 together. As shown in figure 5, the extendable and retractable pin 94 is in a retracted or unlocked position 104 and unlocks the first external piston 70 and the second internal piston 72.
    [00043] Figure 10A is an illustration of a schematic diagram illustrating a side sectional view of another of the actuation system 10 modes of the exhibition showing another modality of the piston lock set 90. In another modality of the set of piston lock 90, as shown in figures 10A to 10E, the piston lock assembly 90 comprises a solenoid 112 coupled to a pair of corresponding extendable and retractable pins 114, 116. Pins 114, 116 can be connected by a portion connector 118 (see figure 10C) and are preferably designed for insertion into two corresponding first piston slits 120, 122 (see figure 10C) formed in the first external piston 70 and designed for insertion into a corresponding second piston slot internal piston 124 formed on the second internal piston 72 (see figure 10E). As shown in figure 10A, the piston lock assembly 90 can be connected to a first supply line 96 preferably attached to a controller element 98, such as a solenoid controller element or other suitable controller element, in order to drive the aligned solenoids 112. The first supply line 96 may comprise a power supply line, such as a 28 Volt direct current (VDC) line, or another suitable supply line. Figure 10B is an illustration of a partial cross-sectional view of the piston lock assembly 90 of figure 10A. Figure 10B shows the piston lock assembly 90 in a locked position 102 with pins 114, 116 locking the first outer piston 70 and the second inner piston 72 together. Figure 10C is an illustration of a front perspective view of the piston lock assembly 90 of figure 10A in an unlocked position 104 showing pins 114, 116 decoupled from the corresponding first external piston slots 120, 122 and decoupled from the corresponding slit of second internal piston 124 (see figure 10E). Figure 10D is an illustration of a front perspective view of the piston lock assembly 90 of figure 10C in a locked position 102 showing the pins 114, 116 inserted in the corresponding first external piston slots 120, 122 (see figure 10C) and in the corresponding slot of the second internal piston 124 (see figure 10E) for locking the first external piston 70 and the second internal piston 72 together. Fig. 10E is an illustration of a front perspective view of the piston lock assembly 90 of Fig. 10D showing the pins 114, 116 inserted in the corresponding second internal piston slot 124 corresponding to the second internal piston 124 of the second internal piston 72. This This mode is advantageous because it allows the pins 114, 116 to be moved to and from the first external piston slits 120, 122 and the second internal piston slit 124 with some amount of relative axial rotation of the first external piston 70 and the second piston internal 72.
    [00044] As shown in figures 3, 4, 17 and 18, the actuation system 10 still comprises a control system 75 coupled to the plurality of linear actuators 30. The control system 75 is able to actuate the second internal piston 72 independently of the first external piston 70 and, thus, operate the variable area propeller nozzle 74 between a variable area propeller nozzle retracted position 67 (see figure 4) and a fully employed variable area propeller nozzle position 106 ( see figure 6). The control system 75 is additionally able to actuate the first external piston 70 between a position of thrust reverser 68 (see figure 4) and a position used of thrust reverser 110 (see figure 12), while the set of piston lock 90 is engaged. Figure 18 is a block diagram illustrating one of the modalities of the control system 75 for the actuation system 10 of the exhibition. As shown in figures 4 and 18, the control system 75 comprises a power source 84, such as an electrical power source, a hydraulic power source, a pneumatic power source, or another suitable power source. Control system 75 further comprises a second supply line 78 connected to power source 84. The second supply line 78 may comprise a hydraulic line, a 115 Volt alternating current (VAC) line, or another supply line proper. The control system 75 further comprises a motor element 76 connected to the second supply line 78. The motor element 76 can comprise an electric motor, a hydraulic motor, an air motor or another suitable motor element. The motor element 76 can be mounted on the torque box 46 (see figure 3). The control system 75 still comprises a drive shaft 80 and a transmission box 82, where the drive shaft 80 is connected between the motor element 76 and the transmission box 82. The control system 75 still comprises the flexible shaft 52 in the first hydraulic line 34. The flexible shaft 52 runs through the gearbox 82 and is connected to the linear actuator 30 through the worm screw 56. The motor element 76 drives the flexible shaft 52 through the drive shaft 80 and of the transmission box 82 to actuate the propeller nozzle of variable area 74. The control system 75 can also comprise the second hydraulic line 36, which supplies hydraulic fluid and applies hydraulic pressure to drive the first external piston 70 and the pressure reverser. posted thrust 32. Control system 75 may comprise an electrical system, a hydraulic system, a combination of electrical and hydraulic system, or another suitable control system.
    [00045] Figure 11 is an illustration of a schematic diagram that illustrates a side sectional view of yet another of the modalities of an actuation system 10 in the exhibition, wherein the actuation system 10 still comprises a hydraulic drive assembly 130 Hydraulic drive assembly 130 can be added to actuation system 10 to assist with hydraulic force, to facilitate actuation of the second internal piston 72 and to reduce retraction loads on lead screw 58 and lead nut 59 Hydraulic drive assembly 130 assists lead screw 58 in retracting variable area propeller nozzle 74 when loads are high. Alternatively, the hydraulic drive assembly 130 can retract the variable area propeller nozzle 74 without the assistance of the lead screw 58. As shown in figure 11, the hydraulic drive assembly 130 comprises one or more flow passages 132 formed through the first external piston 70. Hydraulic drive assembly 130 further comprises one or more stop elements 134 formed in one or more internal portions 135 of actuator housing 66. Hydraulic drive assembly 130 further comprises one or more assembly seal elements hydraulic drive 136 that can be inserted between the first external piston 70 and the second internal piston 72. The propeller nozzle of variable area 74 is shown in the retracted position of propeller nozzle of variable area 67, and thrust reverser 32 is shown in the retracted thrust reverser position 68. The pin lock assembly 90 is shown in a locked position.
    [00046] Figure 12 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system 10 of figure 11 showing a hydraulic pressure P1 being applied from the first hydraulic line 34 and applied to act the second internal piston 72 and the variable area propeller nozzle affixed 74. The variable area propeller nozzle 74 is shown in the fully employed position of the variable area propeller nozzle 106, and the thrust reverser 32 is shown in the fully employed position of the power reverser. thrust 110. The piston lock assembly 90 is shown in a locked position 102. The variable area propeller nozzle 74 is employed at a distance (d) from thrust reverser 32. The distance (d) can be, for example, four (4) inches (10.16 cm) or another suitable distance. When the variable area propeller nozzle 74 is moved from the retracted position 67 to the fully employed position 106, the throat area (not shown) of the variable area propeller nozzle 74 is preferably increased, in order to reduce the speed of the propeller flow exhaustion out of the variable area propeller nozzle 74 and thereby to reduce the environmental noise levels of the jet engine. For example, when the variable area propeller nozzle 74 is in a fully deployed position 106, the throat area may be at a maximum, as may be desired for high thrust settings of engine 16 (see figure 1), such as such as during takeoff and ascent, and where noise reduction is also desired, in order to reduce the environmental noise levels of the jet engine. When the variable area propeller nozzle 74 is moved to the retracted position 67, the throat area can be minimized or placed in an optimal position for lower engine thrust adjustments, as may be desired for cruise flight, where a Noise reduction is not required, but where the efficiency of the nozzle dictates a reduced throat area of the variable area propeller nozzle 74.
    [00047] Figure 13 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system 10 of figure 11 showing a retracted hydraulic pressure P2 being applied from the second hydraulic line 36 and applied for retraction of the first piston outer 70 and thrust reverser 32 to a retracted thrust reverser 68 position. The variable area propeller nozzle 74 is shown in the fully employed position of variable area propeller nozzle 106. Thrust reverser 32 is shown in position locked 102.
    [00048] Figure 14 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system 10 of figure 11 showing an additional hydraulic pressure P2 being applied from the second hydraulic line 36 and applied for retraction of the second piston 72 and the variable area propeller nozzle 74. The additional hydraulic pressure P2 can be applied in addition to or instead of the motor element 76 driving synchronization assembly 51 to retract the second internal piston 72 and the propeller nozzle of variable area 74. Before the retraction of the second internal piston 72, hydraulic pressure P2 can be momentarily deactivated to discharge the second internal piston 72. An additional working load from the motor element 76 may also be required for the discharge of the air load of the second internal piston 72 over the variable area propeller nozzle 74. The piston lock assembly 90 is shown in the unlocked position 104.
    [00049] Figure 15 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system 10 of figure 11 showing an additional hydraulic pressure P2 being applied from the second hydraulic line 36 and applied to collect the second piston valve 72 and variable area propeller nozzle 74. Additional hydraulic pressure P2 can be applied in addition to or instead of motor element 76 driving synchronization assembly 51 to retract the second internal piston 72 and the propeller nozzle of variable area 74. The variable area propeller nozzle 74 is shown in the retracted position of variable area propeller nozzle 67. Thrust reverser 32 is shown in retracted thrust reverser position 68. Piston lock assembly 90 is shown in locked position 102.
    [00050] In another embodiment, as shown in figures 16A to 16C, actuation system 10 can still comprise an accumulator assembly 150. O can be used for the storage and supply of a hydraulic fluid 170 (see figure 16A) for the second internal piston 72, which is preferably in the form of a variable area propeller nozzle piston, where the second internal piston 72 is employed. The accumulator assembly 150 can be used when a hydraulic line check valve 172 is present on the first hydraulic line 34 which is connected to the plurality of linear actuators 30 (see, also, figure 4). When thrust reverser 32 is in the retracted thrust reverser 68 position (see figure 4), hydraulic line check valve 172 isolates thrust reverser 32 from aircraft hydraulic return line pressure. This can create a vacuum downstream of the hydraulic line check valve 172 when using the variable area propeller nozzle 74 to a fully employed position of the variable area propeller nozzle 106 (see figure 9). The accumulator assembly 150 prevents the creation of a vacuum downstream of the hydraulic line check valve 172 when using the variable area propeller nozzle 74.
    [00051] Figure 16A is an illustration of a schematic diagram illustrating an embodiment of an accumulator assembly 150 for use with the exhibit actuation system modalities 10. The accumulator assembly 150 comprises an accumulator housing 152 that has a vent opening 164 to allow air 168 to enter the accumulator assembly 150. The accumulator assembly 150 still comprises a check valve 154 and a restriction portion 156. The assembly The accumulator 150 further comprises a floating piston 166 coupled to one or more seals 158 and one or more bearings 160. The accumulator assembly 150 can still comprise a compression spring 162. The accumulator assembly 150 is connected to the first hydraulic line 34, and the assembly accumulator 150 controls the flow of hydraulic fluid 170 out of and to accumulator assembly 150 to and from the first hydraulic line 34. Figure 16B is an illustration of a schematic diagram of accumulator assembly 150 of figure 16A showing a hydraulic fluid 170 flowing out of the accumulator assembly 150 when the variable area propeller nozzle 74 is employed. When the second internal piston 72 and the variable area propeller nozzle 74 are used (see figure 6), the floating piston 166 moves downwards, and the hydraulic fluid 170 is sucked out of the accumulator assembly 150. Figure 16C is an illustration of a schematic diagram of the accumulator assembly 150 of figure 16A showing a hydraulic fluid 170 flowing to the accumulator assembly 150, when the thrust reverser 32 is being employed. When the first external piston 70 and thrust reverser 32 are employed (see figure 9), the floating piston 166 moves upwards reloading the accumulator assembly 150, and the hydraulic fluid 170 is forced back into the accumulator assembly 150. The restraint portion 156 prevents a sudden movement of the floating piston 166.
    [00052] In another form of the exhibition, an actuation system 10 is provided for an aircraft 12 that has a jet engine 16. The actuation system 10 comprises a plurality of linear actuators 30. Each linear actuator 30 comprises a housing actuator 66. Each linear actuator 30 further comprises a first external piston 70 concentric with a second internal piston 72. The first external piston 70 is operably connected to a thrust reverser 32. The first external piston 70 is operably connected to a propeller nozzle. variable area 74. The first outer piston 70 and the second inner piston 72 are substantially positioned in actuator housing 66. Linear actuator 30 further comprises a synchronization assembly 51 positioned in actuator housing 66 for synchronization of the first external piston 70 and for actuation and synchronization of the second internal piston 72. The synchronization set 51 also synchronizes the first external pistons 70 and the following n of the internal pistons 72 of the other linear actuators 30. The synchronization assembly 51 comprises a flexible shaft 52, a worm gear 54, a worm screw 56 and a lead screw 58. The actuation system 10 still comprises a piston lock assembly 90 for selectively locking the first outer piston 70 on the second inner piston 72, so that they can be actuated together or separately. The actuation system 10 still comprises at least one first hydraulic line 34 coupled to the plurality of linear actuators 30. The actuation system 10 still comprises a control system 75 coupled to the plurality of linear actuators 30. The control system 75 is capable of act the second internal piston 72 independently of the first external piston 70 and, thus, operate the variable area propeller nozzle 74 between a variable area propeller nozzle retracted position 67 and a fully employed position of variable area propeller nozzle 106 The control system 75 is still able to actuate the first external piston 70 between a thrust reverser position 68 and a thrust reverser position 110 (see figure 12), while piston lock assembly 90 is docked.
    [00053] Figure 19 is a flow chart illustrating an example method 200 of the exhibition. In another mode of the exhibition, a method 200 is provided for actuation in a single actuation system 10 of a thrust reverser 32 and a propeller nozzle of variable area 74 in an engine 16, preferably a jet engine, of an aircraft 12 (see figure 1A). Method 200 comprises step 202 of providing one of the actuation system modalities 10 with the thrust reverser 32 and the variable area propeller nozzle 74 combined (see figures 4, 11 and 17), as discussed above. The actuation system 10 comprises a plurality of linear actuators 30 (see figure 3), where each linear actuator 30 comprises a first external piston 70 (see figure 4) concentric with a second internal piston 72 (see figure 4). The first external piston 70 is operatively connected to the thrust reverser 32 (see figure 4), and the second internal piston 72 is operatively connected to the variable area propeller nozzle 74 (see figure 4). The actuation system 10 further comprises a piston lock assembly 90 (see figures 4, 10A) for selectively locking the first external piston 70 on the second internal piston 72, so that they can be acted together or separately. The actuation system 10 further comprises a control system 75 (see figures 4, 75) coupled to the plurality of linear actuators 30.
    [00054] Method 200 further comprises a step 204 of unlocking the piston lock assembly 90, when the first outer piston 70 and the second inner piston 72 are in a retracted position 109 (see figure 4). As shown in figure 4, piston lock assembly 90 is in a locked position 102. As shown in figure 5, the extendable and retractable pin 94 is retracted to an unlocked position 104, so that the first external piston 70 is not coupled to the second internal piston 72. Figure 5 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system 10 of figure 4 showing the piston lock assembly 90 in an unlocked position 104.
    [00055] Method 200 further comprises step 206 of using control system 75 to actuate the second internal piston 72 and the propeller nozzle of variable area 74 independently of the first external piston 70 and thrust reverser 32, so that the second internal piston 72 and the variable area propeller nozzle 74 are actuated to a first fully employed position 106 (see figure 6). Figure 6 is an illustration of a schematic diagram showing a side sectional view of the actuation system 10 of Figure 4 showing the second internal piston 72 and the variable area propeller nozzle 74 used, and showing the area propeller nozzle. variable 74 in a first fully employed position 106, preferably in the fully employed position of a variable area propeller nozzle 106. The motor element 76 of the control system 75 acts on the synchronization assembly 51 to act on the second internal piston 72, and , in turn, actuating the variable area propeller nozzle 74. The variable area propeller nozzle 74 is used at a distance (d) from the thrust reverser 32. The distance (d) can be, for example, four (4) inches (10.16 cm) or other suitable distance. The piston lock assembly 90 is shown in an unlocked position 104.
    [00056] Method 200 further comprises step 208 of locking the piston lock assembly 90, when the second internal piston 72 and the variable area propeller nozzle 74 are in the first fully employed position 106. Figure 7 is an illustration a schematic diagram illustrating a side sectional view of the actuation system 10 of figure 4 showing the second internal piston 72 and the variable area propeller nozzle 74 used, and the variable area propeller nozzle 74 in the fully employed position of variable area propeller nozzle 106. As shown in figure 7, the extendable and retractable pin 94 is extended to a locked position 102, so that the first outer piston 70 is coupled to the second inner piston 72. The piston lock assembly 90 is in a locked position 102.
    [00057] Method 200 also comprises step 210 of using control system 75 to actuate the first external piston 70 and thrust reverser 32, so that the first external piston 70 and thrust reverser 32 are actuated for a second fully employed position 110 (see figure 12), preferably the employed reverse thrust position 110, while piston lock assembly 90 is locked in a locked position 102 (see figure 12). Figure 8 is an illustration of a schematic diagram illustrating a side sectional view of the actuation system 10 of Figure 4, showing the hydraulic pressure P1 being applied from the first hydraulic line 34 to actuation of the second internal piston 72 and the nozzle propeller with variable area 74. Figure 8 also shows the hydraulic pressure P2 being applied from the second hydraulic line 36 to actuation of the first external piston 70 and thrust reverser 32. Figure 9 is an illustration of a schematic diagram that illustrates a side sectional view of the actuation system 10 of figure 4 showing the first external piston 70 and the thrust reverser 32 employees. The thrust reverser 32 is in a position employed by the thrust reverser 107. The piston lock assembly 90 is in a locked position 102.
    [00058] During an aircraft flight cycle, the sequencing of the variable area propeller nozzle 74 and thrust reverser 32 of one or more embodiments of the actuation system 10 and method 200 may comprise one or more of the following sequences : (1) the variable area propeller nozzle 74 can be used before the aircraft takes off, as shown in the sequence of figures 4, 5, 6 and 7; (2) the variable area propeller nozzle 74 can be retracted while ascending the aircraft, as shown in the sequence of figures 7, 6, 5 and 4, or, alternatively, if the hydraulic drive assembly 130 is used, as shown following figures 7, 14, 15 and 4; (3) the variable area propeller nozzle 74 can remain retracted during the aircraft's cruise flight, as shown in figure 4; (4) the variable area propeller nozzle 74 can be used during the descent of the aircraft, as shown in figures 4, 5, 6 and 7; (5) the variable area propeller nozzle 74 can remain employed during an aircraft landing, as shown in figure 7, and thrust reverser 32 can be employed during an aircraft landing, as shown in the sequence of figures 8 and 9 , or, alternatively, the variable area propeller nozzle 74 may be retracted prior to the use of thrust reverser 32, as may be required for aircraft propeller stability; (6) the thrust reverser 32 can be retracted after the aircraft has stopped, as shown in the sequence of figures 9 (except without P1) and 7; and / or (7) the variable area propeller nozzle 74 can be retracted, if not already retracted as in step (5), as shown in the sequence of figures 7, 6 (hydraulics disabled for unloading the second internal piston) , 5 and 4.
    [00059] The actuation system 10 and method 200 modalities provide a single actuation system that is common to both the thrust reverser 32 and the variable area propeller nozzle 74, and the actuation system 10 and method 200 eliminate the need for a separate actuation system for actuation of the variable area propeller nozzle 74, while retaining the thrust reversing actuation capability. The actuation system 10 and method 200 modalities can modify an existing thrust reverser hydraulic actuation system to include a variable area propeller nozzle actuation and to include features such as double concentric pistons (first external piston 70 and second internal piston 72), a mechanism for coupling and uncoupling the double concentric pistons (piston lock assembly 90), and a control system 75 to independently activate the synchronization assembly 51 and the actuation of the double concentric piston. The control system 75 can activate the synchronization set 51 or the hydraulic power or both simultaneously. The actuation system 10 and method 200 allow the variable area propeller nozzle 74 to move between the variable area propeller nozzle retracted position 67 (see figure 4) and the fully used area propeller nozzle position variable 106 (see figure 6), which results in an aerodynamic shift to the variable area propeller nozzle 74, and, in turn, a reduction in ambient jet engine noise levels. The requirements with respect to jet engine noise levels are established by the Federal Aviation Administration (FAA). The actuation system 10 and method 200 modes have two operating modes, one for actuation of the variable area propeller nozzle 74 and one for actuation of the thrust reverser 32. The variable area propeller nozzle mode 74 uses a motor element 76, preferably electric or hydraulic, to drive the synchronization assembly 51. Having a single actuation system with a common actuator for thrust reverser 32 and the variable area propeller nozzle 74 can also provide the advantage of a reduction of the overall weight of the aircraft. This reduction in the overall weight of the aircraft can improve the reliability and improve the fuel efficiency of the aircraft. Because actuation system separation is not required for the variable area propeller nozzle, duplication of components, such as actuators, synchronization assemblies, hydraulic tubing and associated structural support for the components, is eliminated. A reduction in these components can improve reliability and can provide an opportunity for weight savings, which in turn improves the efficiency of aircraft combinations.
    [00060] Many modifications and other modalities of the exhibition will come to the mind of someone skilled in the technique to which this exhibition refers, having the benefit of the teachings presented in the preceding descriptions and in the associated drawings. The modalities described here are intended to be illustrative and not intended to be limiting or exhaustive. Although specific terms are used here, they are used in a generic sense and described only and not for the purpose of limitation.
    权利要求:
    Claims (10)
    [0001]
    1. Actuation system (10) for a gas turbine engine that includes a thrust reverser (32) and a variable area propeller nozzle (74), the system comprising: a plurality of linear actuators (30), each linear actuator (30A) comprising a first external piston (70) concentric with a second internal piston (72), wherein the first external piston (70) is operatively connected to a thrust reverser (32) and the second internal piston (72 ) is operatively connected to a variable area propeller nozzle (74); a control system (75) coupled to the plurality of linear actuators (30) for operation of the variable area propeller nozzle (74) between a retracted position and an employed position, characterized by a set of piston lock (90) for selectively lock the first external piston (70) on the second internal piston (72), where the piston lock assembly (90) comprises a solenoid (92, 112) coupled to an extensible and retractable pin (94, 114, 116).
    [0002]
    2. System according to claim 1, characterized by the fact that the piston lock assembly (90) comprises the solenoid (92, 112) coupled to a pair of extensible and retractable pins (94, 114, 116), wherein the pins (94, 114, 116) are designed for insertion into corresponding slits (120, 122, 124) formed on the first external piston (70) and the second internal piston (72).
    [0003]
    3. System according to claim 1, characterized by the fact that the control system (75) comprises a power source (84), a supply line (78), a motor element (76), an axis drive (80), a gearbox (82), a first hydraulic line (34), a flexible shaft (52) and a second hydraulic line (36).
    [0004]
    4. System according to claim 1, characterized by the fact that a single actuation system (10) is common to both the thrust reverser (32) and the variable area propeller nozzle (74).
    [0005]
    5. System, according to claim 1, characterized by the fact that the control system (75) is able to drive the first external piston (70) between a position of the thrust reverser (32) and a position used of the thrust reverser (32) while the piston lock assembly (90) is engaged.
    [0006]
    6. System, according to claim 1, characterized by the fact that the control system (75) is capable of driving the second internal piston (72) independent of the first external piston (70).
    [0007]
    7. Method (200) for actuation in a single actuation system (10) of a thrust reverser (32) and a variable area propeller nozzle (74) in an aircraft jet engine, the method characterized by the fact that comprise: the provision (202) of a combined thrust reverser and variable area propeller nozzle actuation system, comprising: a plurality of linear actuators (30), each linear actuator comprising a first external piston (70) concentric with a second internal piston (72), in which the first external piston (70) is operatively connected to a thrust reverser (32) and the second internal piston (72) is operatively connected to a variable area propeller nozzle ( 74); a piston lock assembly (90) to selectively lock the first external piston (70) on the second internal piston (72); wherein the piston lock assembly (90) comprises a solenoid (92, 112) coupled to an extensible and retractable pin (94, 114, 116); a control system (75) coupled to the plurality of linear actuators (30); the unlocking (204) of the piston lock assembly (90), when the first external piston (70) and the second internal piston (72) are in a retracted position; the use (206) of the control system (75) to actuate the second internal piston (72) and the variable area propeller nozzle (74) independently of the first external piston (70) and the thrust reverser (32), so that the second internal piston (72) and the variable area propeller nozzle (74) are actuated to a first position used; the locking (208) of the piston lock assembly (90), when the second internal piston (72) and the variable area propeller nozzle (74) are in the first position used; and the use (210) of the control system (75) for actuation of the first external piston (70) and the thrust reverser (32), so that the first external piston (70) and the thrust reverser (32) are actuated to a second position employed, while the piston lock assembly (90) is locked.
    [0008]
    8. Method, according to claim 7, characterized by the fact that it still comprises the provision of a hydraulic assistance set for the combined system (10) of thrust reverser and variable area propeller nozzle, in which the set of Hydraulic assistance helps with hydraulic force and facilitates actuation of the first external piston (70) and the thrust reverser (32).
    [0009]
    9. Method, according to claim 7, characterized by the fact that it still comprises the provision of an accumulator set for storage and supply of hydraulic fluid to the second internal piston (72).
    [0010]
    10. Method according to claim 7, characterized by the fact that the method allows the variable area propeller nozzle (74) to move between the retracted position and the employed position, resulting in an aerodynamic change in the nozzle propeller of variable area (74) and, in turn, a reduction of ambient noise levels of jet engine.
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    同族专利:
    公开号 | 公开日
    CN103597196A|2014-02-19|
    BR112013013706A2|2016-09-13|
    US8978356B2|2015-03-17|
    WO2012074648A2|2012-06-07|
    US20120137654A1|2012-06-07|
    EP2646673B1|2015-07-22|
    CA2810410C|2016-06-28|
    CN103597196B|2016-03-09|
    EP2646673A2|2013-10-09|
    CA2810410A1|2012-06-07|
    WO2012074648A3|2014-03-13|
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    法律状态:
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-03| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-10-20| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-01-05| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 31/10/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US12/960,442|2010-12-03|
    US12/960,442|US8978356B2|2010-12-03|2010-12-03|Thrust reverser and variable area fan nozzle actuation system and method|
    PCT/US2011/058576|WO2012074648A2|2010-12-03|2011-10-31|Thrust reverser and variable area fan nozzle actuation system and method|
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