EP-4739573-A1 - DUAL-PATHWAY ACTUATOR AND METHOD FOR DETECTING A BLOCKAGE OF ONE OF THE MECHANICAL PATHS OF SAID ACTUATOR

EP4739573A1EP 4739573 A1EP4739573 A1EP 4739573A1EP-4739573-A1

Abstract

An actuator (20) arranged to be connected to a mechanical chain (13) of a mechanical system (10) for controlling the flight of a vehicle, comprising a first motor (22a), a first output arrangement (23a) driven in rotation about an axis of rotation (X1-X1) by the first motor (22a) and forming a first mechanical pathway, a second motor (22b), a second output arrangement (23b) driven in rotation about the axis of rotation (X1-X1) by the second motor (22b) and forming a second mechanical pathway, an output member (24) configured to be connected to the mechanical chain (13), a first and a second coupling/decoupling device (25a, 25b) connecting, in terms of rotation about the axis of rotation (X1-X1), respectively the first output arrangement (23a) and the second output arrangement (23b) with the output member (24) in a coupled position. The actuator (20) comprising an electronic control unit (40) configured to detect a blockage of one of the mechanical pathways of the actuator (20) and to control the torques of the motors (22a, 22b) separately.

Inventors

ALEXANDRE, Franck
DUGAIL, Fabien
OLIVIER, Antoine
COINTOT, Jean-Hugues
JANATI IDRISSI, HICHAM

Assignees

Safran Electronics & Defense

Dates

Publication Date: 20260513
Application Date: 20240701

Claims (12)

1. Actuator (20) arranged to be connected to a mechanical chain (13) of a mechanical flight control system (10) of a vehicle, comprising at least a first motor (22a), a first output arrangement (23a) driven in rotation about an axis of rotation (X l -X l ) by the first motor (22a), a second motor (22b), a second output arrangement (23b) driven in rotation about the axis of rotation (X l -X l ) by the second motor (22b), an output member (24) configured to be connected to the mechanical chain (13), a first coupling/decoupling device (25a) connecting in rotation about the axis of rotation (X l -X l ) the first output arrangement (23a) and the output member (24) in a coupled position, and a second coupling/decoupling device (25b) connecting in rotation about the axis of rotation (X l -X l ) rotation (X l -X l ) the second output arrangement (23b) and the output member (24) in a coupled position, each of the motors (22a, 22b) being associated with its own angular position sensor (26a, 26b), the first motor (22a) and the first output arrangement (23a) form a first mechanical path and the second motor (22b) and the second output arrangement (23b) form a second mechanical path, the actuator (20) comprising an electronic control unit (40) configured to detect a blockage of one of the mechanical paths of the actuator (20) and to separately control the torques of the motors (22a, 22b), the electronic control unit (40) comprising a module (42) for detecting the blockage of one of the mechanical paths configured to determine the blockage on the two mechanical paths of the actuator (20) by observing the currents (I I , 12) of the two motors (22a, 22b) 22b) and/or by comparing the angular positions (01, 02) of the two motors (22a, 22b) from the position sensors (26a, 26b), the electronic control unit (40) further comprising a module (44) for disconnecting the blocked mechanical path configured to short-circuit the two motors (22a, 22b) and a module (46) for determining the blocked mechanical path configured to compare the angular positions (01, 02) of the two motors (22a, 22b) with an angular position (0S) of the output member (24) and determine which of the mechanical paths is blocked after breakage, by applying a torque to a flight control (11) of the flight control system (10) of the connection/disconnection device (25a, 25b) of the blocked mechanical path.
2. Actuator (20) according to claim 1, in which the module (42) for detecting the blocking of one of the mechanical paths is configured to calculate a current difference (AI) between the current (II) of the first motor (22a) and the current (12) of the second motor (22b) and to compare this current difference (AI) with a current difference threshold value (Almax), the blockage detection module (42) being configured to emit a signal for detecting a blockage on the two mechanical paths if the current difference (AI) is greater than the current difference threshold value (Almax).
3. Actuator (20) according to claim 1 or 2, in which the module (42) for detecting the blockage of one of the mechanical channels is configured to calculate the difference in angular position (AO) between the angular position (01) of the first motor (22a) and the angular position (02) of the second motor (22b) and to compare this difference in angular position (A0) with an angular position difference threshold value (AOmax), the module (42) for detecting the blockage being configured to emit a signal for detecting a blockage on the two mechanical channels if the difference in angular position (A0) is greater than the angular position difference threshold value (AOmax).
4. Actuator (20) according to any one of the preceding claims, in which the module (46) for determining the blocked mechanical path is configured to calculate a first angular position difference (AE 1 ) between the angular position (01 ) of the first motor (22a) and the angular position (OS) of the output member (24) and to compare this angular position difference (AE 1 ) with an angular position difference threshold value (AEmax), the module (44) for determining the blocked mechanical path being configured to emit a signal for disconnecting the first mechanical path to a module (48) for controlling the power supply to the motors (22a, 22b) when the first angular position difference (AE 1 ) is greater than the angular position difference threshold value (AEmax).
5. Actuator (20) according to any one of the preceding claims, in which the module (46) for determining the blocked mechanical path is configured to calculate a second angular position difference (AE2) between the angular position (02) of the second motor (22b) and the angular position (OS) of the output member (24) and to compare this angular position difference (AE2) with an angular position difference threshold value (AEmax), the module (44) for determining the blocked mechanical path being configured to emit a signal for disconnecting the second mechanical path to a module (48) for controlling the power supply to the motors (22a, 22b) when the second angular position difference (AE2) is greater than the angular position difference threshold value (AEmax).
6. An actuator (20) according to any preceding claim, wherein the first coupling/decoupling device (25a) is a fusible connection, preferably a shear pin and the second coupling/decoupling device (25b) is a fusible connection, preferably a shear pin.
7. Mechanical system (10) for controlling the flight of a vehicle, in particular an aircraft, comprising a flight control (11) connected by a mechanical flight control chain (13) to a member (14) for piloting the aircraft and an actuator (20) according to any one of the preceding claims arranged to be mechanically connected to the mechanical flight control chain (13).
8. Method (100) for detecting a blockage of one of the mechanical paths of an actuator (20) with at least two mechanical paths comprising at least a first motor (22a), a first output arrangement (23a) driven in rotation about an axis of rotation (X l -X l ) by the first motor (22a), a second motor (22b), a second output arrangement (23b) driven in rotation about the axis of rotation (X l -X l ) by the second motor (22b), an output member (24) configured to be in the mechanical chain (13), a first coupling/decoupling device (25a) connecting in rotation about the axis of rotation (X l -X l ) the first output arrangement (23a) and the output member (24) in a coupled position, and a second coupling/decoupling device (25b) connecting in rotation about the axis of rotation (X l -X l ) the second output arrangement (23b) and the output member (24) in a coupled position, each of the motors (22a, 22b) being associated with its own angular position sensor (26a, 26b), the first motor (22a) and the first output arrangement (23a) form a first mechanical path and the second motor (22b) and the second output arrangement (23b) form a second mechanical path, wherein the method comprises a step ( 1 10) of detecting the blockage on the two mechanical paths of the actuator (20) by observing the currents (II , 12) of the two motors (22a, 22b) and/or by comparing the angular positions (01 , 02) of the two motors (22a, 22b) from the position sensors (26a, 26b), the method further comprises a step ( 120) of short-circuiting the two motors (22a, 22b) 22b) and a step (130) of determining the mechanical path blocked after breakage, by applying a torque to a flight control (11) of the flight control system (10) of the connection/disconnection device (25a, 25b) of the blocked mechanical path.
9. Method (100) according to claim 8, wherein the step (1 10) of detecting the blockage of one of the mechanical paths comprises a step (1 1 1) of measuring the angular position (01) of the first motor (22a) and the angular position (02) of the second motor (22b) from the position sensors (26a, 26b), a step (1 12) of calculating the difference in angular position (A0) between the angular position (01) of the first motor (22a) and the angular position (02) of the second motor (22b) and a step (1 13) of comparing this difference in angular position (A0) with an angular position difference threshold value (A0max), a blockage on the two mechanical paths being detected if the difference in angular position (A0) is greater than the angular position difference threshold value (A0max).
10. Method (100) according to claim 8 or 9, wherein the step (110) of detecting the blockage of one of the mechanical paths comprises a step (115) of measuring the currents (I1, 12) of the two motors (22a, 22b) by current sensors, a step (116) of calculating the current difference (AI) between the current (I1) of the first motor (22a) and the current (12) of the second motor (22b) and a step (117) of comparing this current difference (AI) with a current difference threshold value (Almax), a blockage on the two mechanical paths being detected if the current difference (AI) is greater than the current difference threshold value (Almax).
1 1. Method (100) according to any one of claims 8 to 10, in which the step (130) of determining the blocked mechanical path comprises a step (131) of measuring the angular position (01) of the first motor (22a) by the first position sensor (26a), a step (132) of calculating a first angular position difference (AE 1 ) between the angular position (01) of the first motor (22a) and the angular position (0S) of the output member (24) and a step (133) of comparing this angular position difference (AE 1 ) with an angular position difference threshold value (AEmax), a blockage being detected on the first mechanical path if the first angular position difference (AE 1 ) is greater than the angular position difference threshold value (AEmax).
12. Method (100) according to any one of claims 8 to 11, in which the step (130) of determining the blocked mechanical path comprises a step (135) of measuring the angular position (02) of the second motor (22b), a step (136) of calculating a second angular position difference (AE2) between the angular position (02) of the second motor (22b) and the angular position (0S) of the output member (24) and a step (137) of comparing this second angular position difference (AE2) with an angular position difference threshold value (AEmax), a blockage being detected on the first mechanical path if the second angular position difference (AE2) is greater than the angular position difference threshold value (AEmax).

Description

DESCRIPTION TITLE: Dual-channel mechanical actuator and method for detecting a blockage of one of the mechanical channels of said actuator Technical field of the invention The present invention relates to the field of aerodynamic or mechanical systems configured to maintain a control surface in a position allowing the balance of a vehicle, in particular an aircraft, more particularly a helicopter. More particularly, the invention relates to the detection of blockage of an actuator or compensator. The invention also relates to the limitation of boarding in the event of the release of such an actuator. State of the prior art Actuators or compensators arranged in parallel in a flight control chain are commonly referred to by the term "trim" in English. As illustrated in FIG. 1 , a “trim” actuator 1 is generally arranged within a mechanical system 10 of a vehicle, in particular of an aircraft comprising a flight control 11 , for example a joystick movable relative to a floor 12, maneuverable by a pilot, connected by a mechanical flight control chain 13 to a member 14 for piloting the aircraft, such as a blade of a lift rotor, a blade of a yaw movement control rotor or a flap or equivalent. Generally speaking, a "trim" actuator 1 can be arranged within any mechanical system of any vehicle requiring a fusible section actuator. A trim actuator typically includes a motor having a rotor and a stator, the rotor being connected to an output lever or output shaft engaged on the mechanical flight control chain 13. When the engine is requested, the output lever performs a rotation and moves at least one component of the mechanical flight control chain. Under normal operating conditions, when the pilot operates the flight control, the mechanical flight control chain rotates the output lever, the "trim" actuator not blocking the mechanical flight control chain. However, if the trim actuator is blocked, the entire flight control chain can be immobilized. To avoid this, it is known to equip a "trim" actuator with a decoupling system in order to be separated from the mechanical flight control chain in the event of said "trim" actuator becoming blocked. Among the disconnection systems, we know of fuse systems sized to break when the “trim” actuator is blocked following the application of a significant force by the pilot on the flight control. For this purpose, in the example illustrated in FIG. 2, a “trim” actuator comprises a motor 2 rotating along an axis of rotation X l -X l via an internal mechanical power transmission chain (not referenced) an arrangement or first output shaft 3 engaged on the mechanical flight control chain 13. Said output arrangement 3 is made integral in rotation with a second output shaft or lever 4 by a fusible pin 5. The output lever 4 is mechanically connected to the mechanical flight control chain. The motor 2 and the first output shaft 3 are housed in a housing 6, and the output lever 4 is arranged partially in said housing 6 and extends partially outside thereof. In normal operation, that is to say without blocking or seizing of the “trim” actuator 1, the fusible pin 5 allows a mechanical torque to be transmitted between the output lever 4 and the motor 2. In the event of the trim actuator 1 being blocked, for example following an internal failure of said actuator, the pilot physically feels that the mechanical flight control chain 13 is blocked. The pilot must generate a force on the flight control 11 in order to break the fusible pin 5 and thus release the output lever 4 into rotation relative to the first output shaft 3. Although satisfactory, such a solution requires precise dimensioning of the pin 5 so that its breaking threshold is sufficient to guarantee the mechanical resistance of the pin during the flight of the aircraft, while being suitable so that all pilots can produce the necessary forces to break said pin. This induces torque levels to trigger the fusible pin of the order of 30 N.m. The effort required by the pilot to break the fuse pin involves a movement of the stick, the pilot finding himself involved in its movement. This can be problematic in flight because the pilot must jerk the flight controls. In addition, abrupt release of the torque control can cause a sudden change in the aircraft's attitude. It is therefore desirable to have devices to limit this boarding phenomenon. It is known to equip an actuator with a fusible system with fluid damping. However, such a solution considerably increases the size of the actuator. When the fusible pin between the output shaft and the output lever breaks, a resistive torque between the output shaft and the output lever is ensured by the support of a viscous fluid against vanes. However, such a solution considerably increases the size and weight of the actuator. On the other hand, the use of a fluid can cause leaks within the actuator. Actuators are also known with a mechanically damped fusible system in which, when the fusible pin be