• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a braking control method of an aircraft equipped with a landing gear carrying braked wheels, the aircraft being propelled by turbojets and equipped with a thrust reversal system, the method comprising the steps of: - estimating the adhesion of the braked wheels, and - depending on the estimated adhesion, activate the thrust reversal system, or modulate the thrust generated by the thrust reversal system if it is already activated.
    公开号:FR3045563A1
    申请号:FR1562825
    申请日:2015-12-18
    公开日:2017-06-23
    发明作者:Patrick Gonidec；Hakim Maalioune；Francois Taillard；Denis Jontef；Marie-Laure De-Crescenzo；Jean-Francois Hammann
    申请人:Messier Bugatti Dowty SA；Aircelle SA；
    IPC主号:
    专利说明:

    The invention relates to a method and a braking system for an aircraft equipped with one or more turbojet engines and equipped with a thrust reverser system.
    Most aircraft have several undercarriages whose essential functions are, on the one hand, to absorb a large part of the kinetic energy due to the vertical component of the speed of the aircraft on landing, and, on the other hand, to allow the aircraft to move on the ground, particularly during the braking phase.
    The aircraft braking systems comprise braking actuators (hydraulic or electromechanical), controlled to apply to the wheels of the aircraft a braking torque tending to slow it down.
    The control of braking systems generally include braking assistance systems, such as for example an anti-skid system (generally called "anti-skid") or an automatic braking system (usually called "autobrake").
    The anti-slip system, or anti-slip protection, automatically regulates the braking force applied to each of the braked wheels, in order to prevent any blockage or slippage of one of the wheels. For this purpose, each braked wheel is equipped with a speed sensor, the data measured by these sensors for detecting the sliding of one or more wheels.
    The automatic braking system makes it possible to automatically obtain the deceleration of the aircraft, the necessary braking force being calculated and controlled by the system, in particular according to a stopping distance preselected by the pilot. When the automatic braking system is activated, it is no longer necessary for the pilot to control the braking via the brake pedals (or pedals).
    When an aircraft is driven by turbojet engines, some or all of these turbojet engines are generally equipped with a thrust reversal system. The role of a thrust reverser is, during landing, to improve the braking capacity of the aircraft by redirecting forward at least a portion of the thrust generated by the turbojet engine. In this phase, the thrust reverser directs at least a portion of the ejection stream of the turbojet engine forward, thereby generating a counter-thrust which is added to the braking of the wheels and airbrakes of the aircraft .
    In the case of turbofan engines, which generate both a hot gas flow (primary flow) and a cold air flow (secondary flow), a thrust reverser can act on the two flows, or act only on the cold flow.
    In general, thrust reversers are equipment that undergoes very high mechanical stresses and must meet stringent specifications, particularly in terms of reliability of operation. This equipment is therefore designed accordingly, which negatively impacts the mass and cost of the propulsion system. On the other hand, when the thrust reversing system of a turbojet engine is activated, the resulting counter-thrust will be all the more important as the engine speed will be high. The use of a thrust reverser is therefore generally at a high engine speed, for example about 75% of the maximum speed. In some cases, such as an emergency landing or an aborted take-off, the engine speed may be even higher. This has the direct consequence of a significant load on the engine, which impacts its life.
    There is therefore an interest in limiting the biasing of thrust reversers, especially in order to reduce the consumption and wear of the engines. To this end, the invention relates to a method for controlling the braking of an aircraft equipped with a landing gear carrying braked wheels, the aircraft being propelled by turbojet engines and equipped with a thrust reversal system, the method comprising the steps of: - estimating the adhesion of the braked wheels, and - depending on the estimated adhesion, activate the thrust reversal system, or modulate the thrust generated by the thrust reversal system if it is already activated.
    Thus, by enabling the automatic activation of thrust reversers in the event of detection of poor adhesion conditions, the method that is the subject of the invention makes it possible to reserve the use of thrust reversers for emergency cases or track cases. contaminated, while limiting the reaction time. Indeed, the automatic activation of the thrust reversers makes it possible not to be dependent on the reaction time of the pilot. This reduces the reaction time of the aircraft to an unforeseen event and thus increases the safety of the airplane maneuvers on the ground. It also reduces fuel consumption, and especially the wear of the engines, without compromising the safety during landing.
    In one embodiment, the thrust reversal system is activated if the estimated grip is less than a predetermined threshold.
    In one embodiment, the adhesion is estimated according to a slip rate of the wheels.
    In one embodiment, the slip rate of the wheels is determined according to the measurement of the rotational speed of the braked wheels. The invention also relates to a braking control system of an aircraft equipped with braked wheels and one or more turbojet engines equipped with a thrust reversal system, the system comprising: a suitable processing unit; determining a slip rate of the wheels, and generating a signal indicative of insufficient adhesion if the sliding rate is greater than a predetermined threshold; - A control unit adapted to receive the signal generated by the processing unit and, upon receipt of this signal, to control the activation of the thrust reversal system.
    Thus, the system according to the invention allows a coupling of the braking system of an aircraft and the thrust reversal system. The system according to the invention retrieves information relating to the quality of the braking and deduces an order of automatic actuation of the inverters if the braking is deemed insufficient to meet the instruction given by the driver or the automatic braking system.
    In one embodiment, the control unit is connected to a turbojet engine control system, or FADEC.
    In one embodiment, the control unit is integrated with a turbojet engine control system, or FADEC.
    In one embodiment, the slip rate of the wheels is determined according to the information returned by sensors wheel rotation speed. The invention also relates to an aircraft equipped with braked wheels and one or more turbojets equipped with a thrust reversal system, the aircraft being able to implement the method as defined above. and / or comprising a system as defined above. Other characteristics and advantages of the invention will appear on reading the detailed description which follows for the understanding of which reference will be made to the appended drawings in which: FIG. 1 is a diagram showing the elements of a control system braking system according to the invention; FIG. 2 is a simplified logic diagram of the thrust reversal function in the context of a system according to the invention and / or the implementation of a method according to the invention; - Figure 3 is a logic diagram of the landing procedure with or without inverter in the context of a system according to the invention and / or the implementation of a method according to the invention.
    Figure 1 shows the elements of a braking control system according to the invention. These elements enabling the implementation of a method according to the invention, and are implemented in particular on subsets of an aircraft, including at least one landing gear 1 and at least one turbojet nacelle 2 (of which only the rear section is shown).
    The braking control system of an aircraft comprises wheels 10, mounted on the landing gear 1, at least a portion of the wheels being braked (that is to say equipped with brakes). The two wheels 10 shown in FIG. 1 are braked and are equipped for this purpose with brakes 11. The brakes 11 are of the electromechanical or hydraulic type.
    Each braked wheel, in the example the two wheels 10, is also equipped with a speed sensor 12. The sensors 12 are connected to an input 13a of a processing unit 13. Thus, the data measured by the set of sensors 12 are transmitted to the processing unit 13. The processing unit 13 is able to detect the sliding of one or more braked wheels, in particular according to the data returned by the speed sensors 12. When the processing unit 13 detects the sliding of one or more wheels, it generates a signal representative of the sliding of one or more wheels, this signal activating the anti-slip protection. Thus, as a function of the sliding signal emitted by the processing unit 13, the braking is regulated so as to limit or cancel any sliding of the wheels.
    In the system according to the invention, the processing unit 13 has an output 13b connected to an input 14a of a control unit 14.
    The output 13b makes it possible to transmit to the control unit 14, if necessary, a copy of the sliding signal. Thus, when the sliding of one or more wheels is detected by the processing unit 13, the corresponding sliding signal is directly transmitted to the control unit 14. The control unit 14 has an output 14b connected directly to the control unit 13. a first input 15a of the engine control system 15, or FADEC 15 (acronym for "Full Authority Digital Engine Control" or numerical control computers with full authority of engines). The FADEC 15 further includes a second input 15b connected to an outlet 16a of the throttle lever 16, this link making it possible to transmit information relating to the position of the throttle lever 16. The FADEC 15 has an output 15c connected to a input 20a of a control system 20 of a thrust reverser 21.
    Thus, thanks to the architecture described above, when a slip signal is emitted by the processing unit 13, this signal is received by the control unit 14. Depending on this signal, the signal unit command 14 determines an order of activation or, if appropriate, modulation of the thrust reverser 21. This command is transmitted to the FADEC 15 which transmits it to the control system 20 of the thrust reverser 21. In the case of a skid observed by the processing unit 13, the control unit 14 thus replaces the action of the pilot on the throttle lever 16, and transmits to the FADEC 15 the activation order of the thrust reverser 21. The automatic activation of the thrust reversal system is thus obtained when the sliding of one or more wheels is detected. This automatic activation makes it possible to perform an emergency release of the thrust reversal system, especially when the state of the track, and more particularly its adhesion, proves to be worse than expected and has a significant impact on the braking capacity of the engine. 'aircraft. Automatic activation saves precious seconds compared to a manual activation, which would depend on the reaction time of the pilot. The system and method according to the invention, allowing such an automatic activation in case of sliding of one or more wheels, allow to ensure the desired safety, while encouraging the pilot to provide a landing without activating the inversion thrust. Conversely, if the braking conditions are correct, the thrust reversal system is not implemented. Thus, the invention makes it possible to reserve the use of the thrust reverser system mainly in emergency cases, and therefore to limit the consumption, and especially the wear of the engines. The automatic activation of the thrust reverser will be decided by the system if the measured sliding rate (of the braked wheels) is greater than a threshold. This threshold must in particular take into account the distortion of the mechanical torsor of the braking forces induced by partial or total slip (resulting and moment of forces on the aircraft). This torsor can be calculated in real time from the sliding signals transmitted by each wheel. Two factors will be taken into account: the stability of the trajectory and the lengthening of trajectory. Furthermore, the processing unit analyzes the distance traveled and the sliding rate of the aircraft, as well as the path lengthening, which will lead the system to make a deployment decision, in particular in case of automatic braking ( autobrake), if too much distortion compared to the trajectory setpoint is observed.
    As shown in FIG. 2, the control unit 14 merely replaces the activation by the throttle lever 16. It therefore does not change the structure of the lines of defense of the inverter against inadvertent deployment, including the logical interlocks. and mechanical are located either downstream of the FADEC or in the aircraft system, with in the latter case the direct control of tertiary lock 24 (or TLS for "Tertiary look System"), regardless of the rest of the system.
    On an aircraft equipped with a system according to the invention and / or able to implement the method according to the invention, provision may be made to replace or complete the control of the thrust reversal system located at the level of the throttle 16 by an emergency release button of the thrust reversal system.
    In a variant of the system described in FIG. 1, provision may be made for the control unit 14 to be connected to the throttle lever 16 (link 16b) and to receive from it information relating to the position of the throttle lever. . This information may allow the control unit 14 to discriminate an aborted takeoff of an emergency landing case.
    FIG. 2 represents a simplified logic diagram of the activation function of the thrust reversal system according to the present invention. FIG. 2 shows schematically the processing unit 13, the control unit 14, the FADEC 15 and the control system 20 of the thrust reverser 21. In the example of FIG. control 14 is connected to both the processing unit 13 and the throttle lever 16. Thus, the control unit 14 issues an activation command of the thrust reversal system if it receives a corresponding signal from the processing unit 13 or the throttle 16 (function "OR", corresponding to the Boolean operator "OR"). This order is transmitted to the FADEC 15, which transmits it to the control system 20 if other conditions are met, especially if the engine speed 22 is idling, if the wheels 23 have touched the ground and if the tertiary lock 24 is deactivated .
    FIG. 2 further shows that the thrust reversal management system (i.e., the elements in the dashed frame 25) need not be modified to incorporate a system in accordance with FIG. invention. Indeed, the elements located in the dashed frame 25 of Figure 2 remain unchanged by the implementation of the invention, the system according to the invention being substituted only for the action of the pilot on the throttle. It will be appreciated that, therefore, the present invention does not change the certification process of the inverter system.
    Figure 3 is a logic diagram of the landing procedure of an aircraft equipped with a system according to the invention, this system having previously activated in flight by the pilot. It is recalled that the pilot may choose to disable the system according to the invention, which is not treated in Figure 3.
    The landing process shown in Figure 3 begins during the approach phase (step 40). During this phase, the pilot prepares the landing, which consists in particular in preselecting or not the activation of the automatic braking system, or autobrake (step 41).
    If the pilot activates the automatic braking system (step 42), then the next step is landing (step 43). During landing, the pilot chooses to activate or not the reverse thrust system (step 44). In the case where the pilot chooses to activate this system, then the thrust reversers are deployed (step 45). Braking is in this case provided by the automatic braking system combined with the reverse thrust system (step 46).
    Of course, the pilot always retains a possibility of action during this braking phase (step 47). In the case where the pilot considers that a braking action is necessary (step 48), the pilot can choose from two different actions (step 49).
    The first type of action (step 50) is a pilot action on the throttle that results in the deactivation of the automatic braking system (alternatively, the action of the pilot can be the direct deactivation of the automatic braking system by means of a dedicated command button). In this case, the end of the braking phase is performed via manual control of both the throttle (management of the thrust reversal system) and wheel braking (step 51). The next step is the end of the braking phase and therefore the end of the landing procedure (step 52).
    The second type of action (step 53) consists of a driver action on the rudder which is the manual control of the braking wheels. There are then two cases, depending on the intensity of the pressure exerted by the pilot on the rudder (step 54). If this pressure is considered to be high, ie it is greater than a predetermined threshold (step 55), then the action of the pilot has the effect of disabling the automatic braking system (step 56) . The next step is the end of the braking phase and therefore the end of the landing procedure (step 52).
    If the pressure exerted by the pilot is considered to be not strong, that is to say that it is lower than the predetermined threshold (step 57), then the pilot action does not result in the deactivation of the pilot. automatic braking system. The end of braking is then automatically managed for wheel braking, the system according to the invention being able to act on the management of gases in case of detection of a slip, that is to say in case of warning of the anti-skid system (step 58). The next step is the end of the braking phase and therefore the end of the landing procedure (step 52).
    In the case where, during step 47, the pilot performs no action on the braking or reverse thrust commands (step 59), then the braking is done automatically. In particular, the engine speed is controlled by the automatic braking system and the anti-skid system (step 60). Note that in the context of the invention, the system can act on the control of the gas to change the intensity of the thrust, even if no slip is detected. The next step is the end of the braking phase and therefore the end of the landing procedure (step 52).
    When during the step 44, the pilot chooses not to activate the thrust reversal system (step 61), then braking is provided by the automatic braking system alone, without the assistance of the reversing system. thrust (step 62). Only wheel braking is therefore implemented, at least at the beginning of the braking sequence (step 63). Indeed, according to the invention, the wheel braking system comprises an anti-slip system capable of detecting the sliding of one or more wheels (among the braked wheels). If the antiskid system emits a signal representative of the occurrence of such a slip (step 64), this signal generates the activation of the thrust reversal system (step 65), at the end of the process described above. in relation to FIG. 1. As for step 46, the pilot retains the possibility of acting on the commands, the next step is therefore step 47, already described. If no slip occurs (step 66), then the braking is performed by the automatic braking system, only wheel braking being implemented (step 67), until the end of the braking phase. The next step is the end of the braking phase and therefore the end of the landing procedure (step 52).
    If, during step 41, the pilot Si does not activate the automatic braking system (step 68), two cases are distinguished according to whether or not the pilot preselects the activation of the thrust reversal system "to the touch "(Step 69). In the case where the pilot chooses to preselect this automatic deployment (step 70), then the reverse thrust system is deployed automatically to the touch (step 71), that is to say when the aircraft lands. The braking phase is therefore performed with the thrust reversing system activated (step 72).
    The pilot retains the ability to manage the intensity of the thrust by acting or not on the throttle (step 73).
    If the pilot is acting on the throttle (step 74), then the braking is managed manually by the pilot, both wheel braking and thrust reversal (step 75). The next step is the end of the braking phase and therefore the end of the landing procedure (step 52).
    If the pilot does not act on the throttle (step 76), then the braking is managed manually by the pilot, only with respect to wheel braking (step 77). The system according to the invention can, however, act on the control of the gases to change the intensity of the counter-thrust if the antiskid system detects the sliding of one or more wheels. The next step is the end of the braking phase and therefore the end of the landing procedure (step 52).
    If, during step 69, the pilot chooses not to preselect the automatic deployment of the thrust reversal system (step 78), then the landing is carried out without automatic action (step 79), that for either wheel braking or thrust reversal. The pilot retains however the ability to activate or not the reverse thrust system (step 80).
    If the pilot activates the thrust reversal system (step 81), then the next step is step 72, already described.
    If the pilot does not activate the thrust reversal system (step 82), then only braking is performed without the aid of thrust reversal (step 83). Only wheel braking is therefore implemented (manually), at least at the beginning of the braking sequence (step 84). If the antiskid system emits a signal representative of the slippage of one or more wheels (step 85), this signal generates the activation of the thrust reversal system (step 86), as described above. The next step is then step 73, already described. If no slip is detected by the antiskid system (step 87), then braking is performed by braking the wheels, only wheel braking being implemented (step 88), and until the end of the braking phase. The next step is the end of the braking phase and therefore the end of the landing procedure (step 52).
    It is recalled that the present description of the invention is given by way of non-limiting example.
    权利要求:
    Claims (9)
    [1" id="c-fr-0001]
    1. A method of controlling the braking of an aircraft equipped with a landing gear carrying braked wheels, the aircraft being propelled by turbojets and equipped with a thrust reversal system, the method comprising the steps of : - estimate the grip of the braked wheels, and - depending on the estimated grip, activate the thrust reverser system, or modulate the thrust generated by the thrust reverser system if it is already activated.
    [2" id="c-fr-0002]
    The method of claim 1, wherein the thrust reversal system is activated if the estimated grip is less than a predetermined threshold.
    [3" id="c-fr-0003]
    3. Method according to claim 1 or 2, wherein the adhesion is estimated according to a slip rate of the wheels.
    [4" id="c-fr-0004]
    4. Method according to the preceding claim, wherein the slip rate of the wheels is determined according to the measurement of the rotational speed of the braked wheels.
    [5" id="c-fr-0005]
    5. A brake control system of an aircraft equipped with braked wheels (10) and one or more turbojet engines equipped with a thrust reverser system (21), the system comprising: - a unit of processing (13) able to determine a slip rate of the wheels (10), and generate a signal representative of insufficient adhesion if the slip rate is greater than a predetermined threshold; - A control unit (14) adapted to receive the signal generated by the processing unit (13) and, upon receipt of this signal, to control the activation of the thrust reversal system (21).
    [6" id="c-fr-0006]
    6. System according to the preceding claim wherein the control unit (14) is connected to a control system (15) turbojets, or FADEC (15).
    [7" id="c-fr-0007]
    7. System according to the preceding claim wherein the control unit (14) is integrated in a control system (15) of turbojets, or FADEC (15).
    [8" id="c-fr-0008]
    8. System according to any one of claims 5 to 7, wherein the slip rate of the wheels (10) is determined according to the information returned by sensors (12) speed of rotation of the wheels (10).
    [9" id="c-fr-0009]
    9. Aircraft equipped with braked wheels (10) and one or more turbojets equipped with (s) a thrust reversal system (21), the aircraft being able to implement the method according to one of the Claims 1 to 4 and / or comprising a system according to one of Claims 5 to 8.
    类似技术:
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    同族专利:
    公开号 | 公开日
    US20180297567A1|2018-10-18|
    WO2017103499A1|2017-06-22|
    CA3003662A1|2017-06-22|
    FR3045563B1|2018-02-09|
    US10266162B2|2019-04-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20080154445A1|2006-12-20|2008-06-26|The Boeing Company|Method, system, and computer program product for performance monitored aircraft rejected takeoff braking|
    US20140012437A1|2011-08-01|2014-01-09|Logan Jones|Device and process for determining a runway state, aircraft including such a device and piloting assistance system using said runway state|
    US20140257603A1|2013-03-06|2014-09-11|3Rd Millennium Solutions, Inc.|Aircraft braking early warning system|FR3105804A1|2019-12-30|2021-07-02|Safran Nacelles|Control system of a thrust reverser means of an aircraft|US9213334B2|2014-05-01|2015-12-15|Goodrich Corporation|Runway traction estimation and reporting system|
    DE102014210025A1|2014-05-26|2015-12-17|Rolls-Royce Deutschland Ltd & Co Kg|Thrust reverser cascade element of an aircraft gas turbine|JP2021516638A|2018-03-20|2021-07-08|モービルアイ ビジョン テクノロジーズ リミテッド|Systems and methods for navigating vehicles|
    US11099579B2|2018-05-31|2021-08-24|Nissan North America, Inc.|System for determining the number of remote vehicles following a host vehicle|
    US11053016B1|2019-01-28|2021-07-06|The Boeing Company|Aircraft movement control system|
    FR3093993B1|2019-03-21|2021-02-26|Safran Aircraft Engines|A method of controlling the braking of the wheels of an airplane and the associated wheel braking controller|
    法律状态:
    2016-10-20| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-23| PLSC| Publication of the preliminary search report|Effective date: 20170623 |
    2017-11-23| PLFP| Fee payment|Year of fee payment: 3 |
    2018-03-02| CD| Change of name or company name|Owner name: MESSIER-BUGATTI-DOWTY, FR Effective date: 20180125 Owner name: SAFRAN NACELLES, FR Effective date: 20180125 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-17| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1562825A|FR3045563B1|2015-12-18|2015-12-18|METHOD AND SYSTEM FOR BRAKING CONTROL OF AN AIRCRAFT EQUIPPED WITH A PUSH REVERSING SYSTEM|
    FR1562825|2015-12-18|FR1562825A| FR3045563B1|2015-12-18|2015-12-18|METHOD AND SYSTEM FOR BRAKING CONTROL OF AN AIRCRAFT EQUIPPED WITH A PUSH REVERSING SYSTEM|
    CA3003662A| CA3003662A1|2015-12-18|2016-12-15|Method and system for controlling the braking of an aircraft equipped with a thrust-reversal system|
    PCT/FR2016/053459| WO2017103499A1|2015-12-18|2016-12-15|Method and system for controlling the braking of an aircraft equipped with a thrust-reversal system|
    US16/010,868| US10266162B2|2015-12-18|2018-06-18|Method and system for controlling the braking of an aircraft equipped with a thrust-reversal system|
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