CA2231961C - Control process and device for an aircraft roll or pitch control surface - Google Patents
Control process and device for an aircraft roll or pitch control surface Download PDFInfo
- Publication number
- CA2231961C CA2231961C CA002231961A CA2231961A CA2231961C CA 2231961 C CA2231961 C CA 2231961C CA 002231961 A CA002231961 A CA 002231961A CA 2231961 A CA2231961 A CA 2231961A CA 2231961 C CA2231961 C CA 2231961C
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- CA
- Canada
- Prior art keywords
- actuator
- actuators
- electrical
- state
- control input
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- Expired - Lifetime
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/24—Transmitting means
- B64C13/38—Transmitting means with power amplification
- B64C13/40—Transmitting means with power amplification using fluid pressure
- B64C13/42—Transmitting means with power amplification using fluid pressure having duplication or stand-by provisions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/24—Transmitting means
- B64C13/38—Transmitting means with power amplification
- B64C13/50—Transmitting means with power amplification using electrical energy
- B64C13/504—Transmitting means with power amplification using electrical energy using electro-hydrostatic actuators [EHA's]
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/0055—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot with safety arrangements
- G05D1/0077—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot with safety arrangements using redundant signals or controls
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Abstract
Control device for an aircraft roll or pitch control surface (116). The device comprises at least two actuators (110, 112, 114), each with at least one electrical control input (111a, 113a, 115a). At least one of the actuators (115), called the hybrid actuator, also has a mechanical control input (115b). An electrical control system for the actuators may be in a "normal flight" state in which at least one of the actuators actuates the control surface (116), or a "maneuver" state in which at least two actuators actuate the control surface, or an "electrical control failure" state in which the hybrid actuator (115) actuates the control surface controlled from the mechanical control input.
Description
CONTROL PROCESS AND DEVICE FOR AN AIRCRAFT ROLL OR
PITCH CONTROL SURFACE
DESCRIPTION
Technical field This invention relates to a process and device for controlling an aircraft roll or pitch control surface.
For the purposes of this invention, a roll control surface is a contro7_ surface that causes the aircraft to =rotate about its roll axis. For example the roll control surface in an aircraft may actually be an ailE~ron, a canard surface, spoilers or a banking control surface.
A pitch control surface is a control surface that cau~;es the aircraft t:o rotate about its pitch axis.
Note also that a:n aircraft elevon is considered to act as a pitch control surface and roll control surface at the same time.
More precisely, the invention relates to an electrical control device intended for use on transport aircraft that simultaneously satisfies precision, reliability and lightweight requirements in force for this type of aircraft:.
State of prior art Document (1) FR--A-2 604 685 describes a control device for an aircraft pitch control surface equipped with. two electrohydraulic actuators with an electric input and one hydromechanical actuator with one mechanical input. In this device, each actuator is supplied by a specific hydraul,~c circuit.
Electrohydraulic actuators receive electrical control orders output by computers associated with them.
SP 13527.69 EW
PITCH CONTROL SURFACE
DESCRIPTION
Technical field This invention relates to a process and device for controlling an aircraft roll or pitch control surface.
For the purposes of this invention, a roll control surface is a contro7_ surface that causes the aircraft to =rotate about its roll axis. For example the roll control surface in an aircraft may actually be an ailE~ron, a canard surface, spoilers or a banking control surface.
A pitch control surface is a control surface that cau~;es the aircraft t:o rotate about its pitch axis.
Note also that a:n aircraft elevon is considered to act as a pitch control surface and roll control surface at the same time.
More precisely, the invention relates to an electrical control device intended for use on transport aircraft that simultaneously satisfies precision, reliability and lightweight requirements in force for this type of aircraft:.
State of prior art Document (1) FR--A-2 604 685 describes a control device for an aircraft pitch control surface equipped with. two electrohydraulic actuators with an electric input and one hydromechanical actuator with one mechanical input. In this device, each actuator is supplied by a specific hydraul,~c circuit.
Electrohydraulic actuators receive electrical control orders output by computers associated with them.
SP 13527.69 EW
2 Furthermore, only one of the three actuators is controlled at any one time to maneuver the control surf=ace. If there is a failure in the control system of any one of the actuators, the control system for the next. priority actuator is triggered according to a predetermined hierarchy. The control system for the hydromechanical actuator has the lowest triggering priority. It thus acts as a mechanical standby if there is an electric failure in the other control systems .
With a device conform with document (1), if a fai7_ure makes it impossible to use an actuator, for example in the case of a failure causing a pressure drop in the hydraulic circuit supplying the elec:trohydraulic actuator, or if the actuator itself fai7_s or if the actuator control fails, the control surface is maneuvered either with the electrohydraulic actuator remaining in operation, or possibly with the hydromechanical actuator.
However, it is found that it is impossible to actuate the control. surface with a hydromechanical actuator and an electrohydraulic actuator simultaneously, on aircraft equipped with a control surface control device in accordance with document (1).
Thug>, if a failure makes it impossible to use an actuator with an electrical control, it is no longer pos~~ible to actuate the two remaining actuators simultaneously. Therefore each actuator has to be sized to output the maximum force necessary for specific maneuvers.
This type of rneasure increases the size, and con~:equently the mass of actuators and the corresponding hydraulic circuits.
Therefore one of the purposes of this invention is to propose a control surface control device that weighs less; than the device in. document (1), and which is SP 1.3527.69 EW
With a device conform with document (1), if a fai7_ure makes it impossible to use an actuator, for example in the case of a failure causing a pressure drop in the hydraulic circuit supplying the elec:trohydraulic actuator, or if the actuator itself fai7_s or if the actuator control fails, the control surface is maneuvered either with the electrohydraulic actuator remaining in operation, or possibly with the hydromechanical actuator.
However, it is found that it is impossible to actuate the control. surface with a hydromechanical actuator and an electrohydraulic actuator simultaneously, on aircraft equipped with a control surface control device in accordance with document (1).
Thug>, if a failure makes it impossible to use an actuator with an electrical control, it is no longer pos~~ible to actuate the two remaining actuators simultaneously. Therefore each actuator has to be sized to output the maximum force necessary for specific maneuvers.
This type of rneasure increases the size, and con~:equently the mass of actuators and the corresponding hydraulic circuits.
Therefore one of the purposes of this invention is to propose a control surface control device that weighs less; than the device in. document (1), and which is SP 1.3527.69 EW
3 capable of maneuvering t:he control surface even under the worst cases in which high forces are applied to the control surface.
Yet another purpose is to propose a device that remains operational even if there is a failure in the actuator electrical control systems.
Yet another purpose of the invention is to propose a control device that can be used to maneuver the control surface with a significantly higher precision than is possible with mechanically controlled devices.
Another purpose of t=he invention is to propose a perfected control process for the pitch or roll control surface that satisfies strict reliability and safety requirements.
Dis~~losure of the invention In order to achieve these purposes, the precise objective of the invention is a device for controlling the roll or pitch control surface of an aircraft comprising at least two actuators, each actuator having at least one electrical control input, and an electrical control s~ystern for the actuators capable of being in a first or "normal flight" state, in which at lea;~t one of the actuators is controlled to actuate the control surface . Accord:ing to the invention, at least one of the actuator;, called the hybrid actuator, also comprises a mechanical control input, and the actuator electrical control ~~ystem may be in a second state or the "maneuver" state in which at least two of the actuators are controlled to simultaneously actuate the control surface, and a third state or the "electrical cont=rol failure" state in which the hybrid actuator is cont=rolled from the wechanical control input to actuate the control surface.
For the purposes of: this invention, the normal fli<~ht state means the state in which there is no roll SP :L3527.69 EW
Yet another purpose is to propose a device that remains operational even if there is a failure in the actuator electrical control systems.
Yet another purpose of the invention is to propose a control device that can be used to maneuver the control surface with a significantly higher precision than is possible with mechanically controlled devices.
Another purpose of t=he invention is to propose a perfected control process for the pitch or roll control surface that satisfies strict reliability and safety requirements.
Dis~~losure of the invention In order to achieve these purposes, the precise objective of the invention is a device for controlling the roll or pitch control surface of an aircraft comprising at least two actuators, each actuator having at least one electrical control input, and an electrical control s~ystern for the actuators capable of being in a first or "normal flight" state, in which at lea;~t one of the actuators is controlled to actuate the control surface . Accord:ing to the invention, at least one of the actuator;, called the hybrid actuator, also comprises a mechanical control input, and the actuator electrical control ~~ystem may be in a second state or the "maneuver" state in which at least two of the actuators are controlled to simultaneously actuate the control surface, and a third state or the "electrical cont=rol failure" state in which the hybrid actuator is cont=rolled from the wechanical control input to actuate the control surface.
For the purposes of: this invention, the normal fli<~ht state means the state in which there is no roll SP :L3527.69 EW
4 or pitch control, or a state in which the roll or pitch controls are applied to initiate very small amplitude mov~=_ments of the control surface for normal trajectory corrections .
In the normal flight state, the control surfaces occupy "at rest" positions, or are carrying out low amplitude movements about: their "at rest" position.
The "maneuver" state is a state in which the aircraft is carrying out a maneuver, for example such as a vertical acceleration, a turn or a recovery in which there is a large load on the control surfaces) in question. The si=ate of the maneuver may also be a stare in which the aircraft is not carrying out any of the maneuvers mentioned above, but is subject to turbulence increasing the forces applied on the control sur:=aces .
In the maneuver state, the control surfaces usually make movements in which. the amplitude from the "at rest." position exceE=ds the amplitude of movements in the normal flight state.
According to the invention, a larger number of actuators is controlled to actuate the pitch or roll cont=rol surface in t:he maneuver state.
This can increase the aircraft maneuvering speed, for example to avoid an obstacle.
Furthermore, this makes it possible to reduce the size of the actuators.
During normal flight, a single actuator may be cuff=icient to hold the control surface in position.
Dur__ng the maneuver state, the fact of using two or more active actuators simultaneously can provide sufj_icient power to maneuver the control surface without oversizing t:he actuators.
Note that this possibility is not available in the case of the device described in document (1), since, for example, it is not possible to actuate the actuator SP 7_3527.69 EW
with a mechanical input and one or two actuators with electrical inputs simultaneously.
If three actuators are used for each control sur:Eace, this invention makes it possible to reduce the
In the normal flight state, the control surfaces occupy "at rest" positions, or are carrying out low amplitude movements about: their "at rest" position.
The "maneuver" state is a state in which the aircraft is carrying out a maneuver, for example such as a vertical acceleration, a turn or a recovery in which there is a large load on the control surfaces) in question. The si=ate of the maneuver may also be a stare in which the aircraft is not carrying out any of the maneuvers mentioned above, but is subject to turbulence increasing the forces applied on the control sur:=aces .
In the maneuver state, the control surfaces usually make movements in which. the amplitude from the "at rest." position exceE=ds the amplitude of movements in the normal flight state.
According to the invention, a larger number of actuators is controlled to actuate the pitch or roll cont=rol surface in t:he maneuver state.
This can increase the aircraft maneuvering speed, for example to avoid an obstacle.
Furthermore, this makes it possible to reduce the size of the actuators.
During normal flight, a single actuator may be cuff=icient to hold the control surface in position.
Dur__ng the maneuver state, the fact of using two or more active actuators simultaneously can provide sufj_icient power to maneuver the control surface without oversizing t:he actuators.
Note that this possibility is not available in the case of the device described in document (1), since, for example, it is not possible to actuate the actuator SP 7_3527.69 EW
with a mechanical input and one or two actuators with electrical inputs simultaneously.
If three actuators are used for each control sur:Eace, this invention makes it possible to reduce the
5 size of the actuators so that they are smaller than the solution described in document (1). If only two actuators are used per control surface, the device according to the invention enables maneuvering cases sim_~lar to those possible with the device in document (1); by using one actuator less.
The "electrical control failure" state is a state in which the electrical control system no longer generates any flight control orders, for example due to one or more electrical failures or one or more computer fai=_ures .
Thus in the "electrical control failure" state, the dev=_ce according to the invention provides the safety of ~~ mechanical control.
According to one aspect of the invention, the electrical control system for the actuators may include a calculation unit as:~ociated with each actuator respectively.
Each calculation. unit may be equipped with only one, or preferably with several redundant computers.
There computers generate control orders to actuators.
The computers also control actuator operating modes that. are described in more detail later in the remainder of the description.
According to another aspect of the invention, actuators with elE:ctrical inputs may comprise a hydraulic jack with two chambers, and a servovalve connected to a hydraulic circuit to output a hydraulic fluid flow to the chambers depending on an electrical ordEer from the calc:ulat.ion unit associated with the actuator.
SP 7_3527.69 EW
The "electrical control failure" state is a state in which the electrical control system no longer generates any flight control orders, for example due to one or more electrical failures or one or more computer fai=_ures .
Thus in the "electrical control failure" state, the dev=_ce according to the invention provides the safety of ~~ mechanical control.
According to one aspect of the invention, the electrical control system for the actuators may include a calculation unit as:~ociated with each actuator respectively.
Each calculation. unit may be equipped with only one, or preferably with several redundant computers.
There computers generate control orders to actuators.
The computers also control actuator operating modes that. are described in more detail later in the remainder of the description.
According to another aspect of the invention, actuators with elE:ctrical inputs may comprise a hydraulic jack with two chambers, and a servovalve connected to a hydraulic circuit to output a hydraulic fluid flow to the chambers depending on an electrical ordEer from the calc:ulat.ion unit associated with the actuator.
SP 7_3527.69 EW
6 According to one aspect of the invention, actuators with an electrical control input and without mechanically controlled inputs can operate in two mode's .
A first mode is the "electrical active" mode. A
solenoid valve in the actuator is excited by a computer designed to control the actuator and the jack chambers are put into communication with the servovalve. The servovalve then outputs a hydraulic fluid flow that depends on the electrical orders output by a computer in the electrical control system.
A second mode is the "damped" mode. In this operating mode, the ~~olenoid valve is disexcited by the control computer and the actuator jack chambers are put into mutual communication through a restrictor. This restrictor slows the passage of the hydraulic fluid as it passes from one jack to the other thus damping movements of the control surface. A damped mode can also be provided with several degrees of damping.
Slight damping only slightly effects the actuating performances of the control surface when the aircraft is being maneuvered. Higher damping may be provided for actuators which do not participate in actuating the control surface when there is a failure or in the normal operating state of the aircraft.
According to one embodiment of the invention, the device may comprise three actuators with electrical inputs, including at :Least one hybrid actuator.
Actuators with hybrid inputs may also operate in the "active", "electric", and "damped" modes. They may also operate in a "mechanical active" mode. According to ~. first embodiment of the hybrid control actuator, it comprises a first solenoid valve controlled by the calculation unit respectively associated with it, the first solenoid valve being capable of occupying an excited state corre:~ponding to an "electric active"
SP 13527.69 EW
A first mode is the "electrical active" mode. A
solenoid valve in the actuator is excited by a computer designed to control the actuator and the jack chambers are put into communication with the servovalve. The servovalve then outputs a hydraulic fluid flow that depends on the electrical orders output by a computer in the electrical control system.
A second mode is the "damped" mode. In this operating mode, the ~~olenoid valve is disexcited by the control computer and the actuator jack chambers are put into mutual communication through a restrictor. This restrictor slows the passage of the hydraulic fluid as it passes from one jack to the other thus damping movements of the control surface. A damped mode can also be provided with several degrees of damping.
Slight damping only slightly effects the actuating performances of the control surface when the aircraft is being maneuvered. Higher damping may be provided for actuators which do not participate in actuating the control surface when there is a failure or in the normal operating state of the aircraft.
According to one embodiment of the invention, the device may comprise three actuators with electrical inputs, including at :Least one hybrid actuator.
Actuators with hybrid inputs may also operate in the "active", "electric", and "damped" modes. They may also operate in a "mechanical active" mode. According to ~. first embodiment of the hybrid control actuator, it comprises a first solenoid valve controlled by the calculation unit respectively associated with it, the first solenoid valve being capable of occupying an excited state corre:~ponding to an "electric active"
SP 13527.69 EW
7 operating mode of the j ack in which the j ack chambers are put into commun_Lcation with the servovalve, and a disexcited state. T:he hybrid actuator also comprises a second and third :solenoid valve controlled by the calculation units associated with the other two actuators in the device respectively, and capable of alternately being in an excited state and a disexcited stage, the chambers of the hybrid actuator jack being put into communication with each other in a "damped"
operating mode of the jack when the first solenoid valve is in a disexcited state and at least one of the second and third solenoid valves is in an excited stage, and the chambc=rs of the hybrid actuator jack are put into communication with a distributor connected to the mechanical input of the actuator in a "mechanical active" operating mode, when the first, second and third solenoid valves are in a disexcited state.
When the jack chambers are in communication with the servovalve, the servovalve outputs a flow of hydraulic fluid to them that depends on electrical control orders generated by the electrical control system and applied to the servovalve. Similarly, when the jack chambers are in communication with the distributor, the distributor outputs a flow of hydraulic fluid into them that depends on mechanical orders applied on the mechanical control input.
According to another embodiment of the hybrid actuator, it may also comprise a first, second and third solenoid valve controlled by a calculation unit associated with thE: said hybrid actuator, and by calculation units associated with the other two actuators in the device, each capable of alternately being in an excited state and a disexcited state, the actuator operating i_n a "damped" mode, in which the jack chambers are put into communication when at least one of the second and third solenoid valves is in an SP 13527.69 EW
operating mode of the jack when the first solenoid valve is in a disexcited state and at least one of the second and third solenoid valves is in an excited stage, and the chambc=rs of the hybrid actuator jack are put into communication with a distributor connected to the mechanical input of the actuator in a "mechanical active" operating mode, when the first, second and third solenoid valves are in a disexcited state.
When the jack chambers are in communication with the servovalve, the servovalve outputs a flow of hydraulic fluid to them that depends on electrical control orders generated by the electrical control system and applied to the servovalve. Similarly, when the jack chambers are in communication with the distributor, the distributor outputs a flow of hydraulic fluid into them that depends on mechanical orders applied on the mechanical control input.
According to another embodiment of the hybrid actuator, it may also comprise a first, second and third solenoid valve controlled by a calculation unit associated with thE: said hybrid actuator, and by calculation units associated with the other two actuators in the device, each capable of alternately being in an excited state and a disexcited state, the actuator operating i_n a "damped" mode, in which the jack chambers are put into communication when at least one of the second and third solenoid valves is in an SP 13527.69 EW
8 excited state; the actuator operating according to an "electric active" mode in which the jack chambers are put into communication with the servovalve, and in which the servovalve is controlled through the electrical control input, when the first solenoid valve is excited and the second and third solenoid valves are disE~xcited, and the actuator operating according to a "mechanical active" mode in which the jack chambers are put into communication with the servovalve and in which the actuator is controlled through the mechanical control input, when the first, second and third solenoid valves are in a disexcited state.
According to a particular embodiment with two actuators, one of the actuators of the hydrostatic type with an electrical control input may be an EHA
(Electro-Hydrostatic Actuator) type actuator with an electrical power supply.
This type of actuator may comprise an integrated hydraulic circuit specific to it and pressurized by an internal electric pump powered by an electric current.
Furthermore, the device may comprise at least one EBHA (Electrical Back-up Hydraulic Actuator) type actuator with two e~_ectrical control inputs, the said actuator having a first electrical control input to control a servovalve and a second electrical control input to control an integrated and independent hydraulic generation system.
The hydraulic generation system integrated into the actuator in the case of EHA and EBHA type actuators may outs>ut a variable flow of hydraulic fluid into the jack chambers, as a function of the electrical control orders generated by the control system in order to maneuver the control surface.
This type of hydi-auli~ generation system is used on hydrostatic type actuators. It makes it possible to SP 13527.69 EW
According to a particular embodiment with two actuators, one of the actuators of the hydrostatic type with an electrical control input may be an EHA
(Electro-Hydrostatic Actuator) type actuator with an electrical power supply.
This type of actuator may comprise an integrated hydraulic circuit specific to it and pressurized by an internal electric pump powered by an electric current.
Furthermore, the device may comprise at least one EBHA (Electrical Back-up Hydraulic Actuator) type actuator with two e~_ectrical control inputs, the said actuator having a first electrical control input to control a servovalve and a second electrical control input to control an integrated and independent hydraulic generation system.
The hydraulic generation system integrated into the actuator in the case of EHA and EBHA type actuators may outs>ut a variable flow of hydraulic fluid into the jack chambers, as a function of the electrical control orders generated by the control system in order to maneuver the control surface.
This type of hydi-auli~ generation system is used on hydrostatic type actuators. It makes it possible to SP 13527.69 EW
9 operate the actuator independently of the aircraft hydraulic circuits.
Loss of pressure in a hydraulic circuit makes the corresponding actuator inoperative. Hydrostatic (EHA) typ~=_ actuators anct actuators with two electrical inputs, one of which controls an independent hydraulic generation system (EBHA) therefore remains in an operating state even if there is a failure in the hydraulic circuit.
A device according to the invention may comprise two, three or more actuators.
According to another embodiment, the device according to the invention may include two actuators with one electrical control input and a hybrid actuator with an electrical control input and a mechanical control input.
The invention also relates to a process for controlling a devicE: for controlling an aircraft roll or pitch control surface comprising an actuator with an electrical control input and a hybrid actuator with an electrical control input and a mechanical control input. According to this process:
- one of the actuators is controlled electrically in a "normal flight" st;~te, - at. least two actuators are controlled electrically and simultaneously in a "maneuver" state, and - the hybrid actuator is controlled mechanically in an "electrical control system failure" state of the actuators .
Other characteristics and advantages of this invention will become clear from the following description with reference to the attached drawings, given for illustrative purposes only and in no way restrictive.
SP 7_3527.69 EW
Brief description of the Figures - Figure 1 is a simplified schematic representation of a control device for a control surface according to a first embodiment of the invention, 5 - Figure 2 is a simplified schematic representation of an actuator with an electrical control input to be used with the device in Figure 1, - Figure 3 is a simplified schematic representation of a hybrid actuator that can be used with the device 10 in Figure 1,
Loss of pressure in a hydraulic circuit makes the corresponding actuator inoperative. Hydrostatic (EHA) typ~=_ actuators anct actuators with two electrical inputs, one of which controls an independent hydraulic generation system (EBHA) therefore remains in an operating state even if there is a failure in the hydraulic circuit.
A device according to the invention may comprise two, three or more actuators.
According to another embodiment, the device according to the invention may include two actuators with one electrical control input and a hybrid actuator with an electrical control input and a mechanical control input.
The invention also relates to a process for controlling a devicE: for controlling an aircraft roll or pitch control surface comprising an actuator with an electrical control input and a hybrid actuator with an electrical control input and a mechanical control input. According to this process:
- one of the actuators is controlled electrically in a "normal flight" st;~te, - at. least two actuators are controlled electrically and simultaneously in a "maneuver" state, and - the hybrid actuator is controlled mechanically in an "electrical control system failure" state of the actuators .
Other characteristics and advantages of this invention will become clear from the following description with reference to the attached drawings, given for illustrative purposes only and in no way restrictive.
SP 7_3527.69 EW
Brief description of the Figures - Figure 1 is a simplified schematic representation of a control device for a control surface according to a first embodiment of the invention, 5 - Figure 2 is a simplified schematic representation of an actuator with an electrical control input to be used with the device in Figure 1, - Figure 3 is a simplified schematic representation of a hybrid actuator that can be used with the device 10 in Figure 1,
10 - Figure 4 is a simplified schematic representation of another type of hybrid actuator that can be used with the device in Figure 1, - Figure 5 is a simplified schematic representation 15 of a control device for a control surface according to a second embodiment of the invention, - Figure 6 is a simplified schematic representation of a control device for a control surface according to a third embodiment of the invention.
Description of embodiments of the invention In the following description, identical or similar elements in the different Figures have the same references in order to facilitate understanding.
Figure 1 is ~ a simplified view of a first embodiment of the control surface control device according to the invention.
The device comprises three actuators 110, 112 and 114 equipped with jacks 111, 113 and 115 to maneuver a roll or pitch control surface 116. Actuators 110 and 112 are actuators with electrical control inputs 111a and 113a and actuator 114 is a hybrid actuator with an electrical control input 115a and a mechanical control input 115b. Actuators are of the "single body"
type, in other words each actuator is connected to a single hydraulic circuit and only comprises a single jack.
Description of embodiments of the invention In the following description, identical or similar elements in the different Figures have the same references in order to facilitate understanding.
Figure 1 is ~ a simplified view of a first embodiment of the control surface control device according to the invention.
The device comprises three actuators 110, 112 and 114 equipped with jacks 111, 113 and 115 to maneuver a roll or pitch control surface 116. Actuators 110 and 112 are actuators with electrical control inputs 111a and 113a and actuator 114 is a hybrid actuator with an electrical control input 115a and a mechanical control input 115b. Actuators are of the "single body"
type, in other words each actuator is connected to a single hydraulic circuit and only comprises a single jack.
11 The jack for each actuator is supplied by a diff=erent hydraulic circuit. The hydraulic circuits for jacks 111, 113 and 115 are partly shown, and are mar~:ed with references 128, 130 and 132 respectively.
Hydraulic circuit=s are equipped with pressurization pumps (not shown? which are driven or supplied with energy from one or more than one of the various aircraft propulsion units .
As an alternative, one or several actuators may comprise an internal hydraulic circuit specific to them, and which is pressurized by an internal electric pump. In this case, the actuators are supplied with electrical energy, a:nd hydraulic circuits 128, 130 and 132 are replaced by electricity power supply circuits.
An electrical actuator control system with general reference 127 includes three calculation units 150, 152 and 154 to control actuators 110, 112 and 114 respectively. Each calculation unit may include a computer or several redundant computers, namely 150a, 150b, 152a, 152b, 154a, 154b, respectively, operating in parallel to increase the reliability of the calculation units.
Calculation unite 150, 152 and 154 are connected to the actuators through electrical connections 151a, 153a and 155 respectively, shown in a simplified manner particularly to transmit control signals on the electrical control inputs llla, 113a and 115a. These control signals inc:Lude orders corresponding to the position of a control device 126 such as a stick or a wheel installed in the cockpit.
Electrical connections 151a, 151b, 153a, 153b and 155 transmit signals controlling an actuator operating mode.
The position of control devices 126 detected by position sensors is electrically transmitted to the system 127 through an electrical connection 148.
SP 13527.69 EW
Hydraulic circuit=s are equipped with pressurization pumps (not shown? which are driven or supplied with energy from one or more than one of the various aircraft propulsion units .
As an alternative, one or several actuators may comprise an internal hydraulic circuit specific to them, and which is pressurized by an internal electric pump. In this case, the actuators are supplied with electrical energy, a:nd hydraulic circuits 128, 130 and 132 are replaced by electricity power supply circuits.
An electrical actuator control system with general reference 127 includes three calculation units 150, 152 and 154 to control actuators 110, 112 and 114 respectively. Each calculation unit may include a computer or several redundant computers, namely 150a, 150b, 152a, 152b, 154a, 154b, respectively, operating in parallel to increase the reliability of the calculation units.
Calculation unite 150, 152 and 154 are connected to the actuators through electrical connections 151a, 153a and 155 respectively, shown in a simplified manner particularly to transmit control signals on the electrical control inputs llla, 113a and 115a. These control signals inc:Lude orders corresponding to the position of a control device 126 such as a stick or a wheel installed in the cockpit.
Electrical connections 151a, 151b, 153a, 153b and 155 transmit signals controlling an actuator operating mode.
The position of control devices 126 detected by position sensors is electrically transmitted to the system 127 through an electrical connection 148.
SP 13527.69 EW
12 A mechanical linkage system 124 is also capable of app_Lying controls exerted on the control device directly to the mechanical control input 115b of actuator 115, through a declutchable transmission 125.
An artificial force sensation device 140 and an actuator 142 for adjusting the zero force controlled through the electrical control system 127, are also provided to restore a force on the control device that depends on the applied control.
During normal flight, control orders are transmitted electrically to one of the actuators. For exarnple, the calcu7_ation unit 150 supplies control orders to actuator 1:10. In the case of a maneuver, two (or three) actuators are actuated simultaneously.
Note that in the case of a maneuver, whenever a fai7_ure or another malfunction causes a loss of hydraulic pressure in the hydraulic circuit of one of the actuators, for example actuator 110, the control surf=ace is actuated by the two actuators 112, 114, for which the hydraulic circuit is not pressurized from the circuit in failure .
Similarly, in the "normal flight" state, a failure cau~~ing a problem in one of the actuators will trigger control of another actuator that is in an operating condition.
According to one variant of the device in Figure 1, one of the actuators with an electrical input 110, 112, for example actuator 112, may be replaced by an "EHA"
(Electro Hydrostatic Actuator), comprising an integrated and independent hydraulic generation system.
The external hydraulic circuit 130 is then eliminated and the weight of the device can be reduced.
If a failure occurs causing a pressure drop in one of the hydraulic circuits 128 or 132, one of the external hydraulic c-~~rcuit actuators 110 or 114 and the SP 13527.69 EW
An artificial force sensation device 140 and an actuator 142 for adjusting the zero force controlled through the electrical control system 127, are also provided to restore a force on the control device that depends on the applied control.
During normal flight, control orders are transmitted electrically to one of the actuators. For exarnple, the calcu7_ation unit 150 supplies control orders to actuator 1:10. In the case of a maneuver, two (or three) actuators are actuated simultaneously.
Note that in the case of a maneuver, whenever a fai7_ure or another malfunction causes a loss of hydraulic pressure in the hydraulic circuit of one of the actuators, for example actuator 110, the control surf=ace is actuated by the two actuators 112, 114, for which the hydraulic circuit is not pressurized from the circuit in failure .
Similarly, in the "normal flight" state, a failure cau~~ing a problem in one of the actuators will trigger control of another actuator that is in an operating condition.
According to one variant of the device in Figure 1, one of the actuators with an electrical input 110, 112, for example actuator 112, may be replaced by an "EHA"
(Electro Hydrostatic Actuator), comprising an integrated and independent hydraulic generation system.
The external hydraulic circuit 130 is then eliminated and the weight of the device can be reduced.
If a failure occurs causing a pressure drop in one of the hydraulic circuits 128 or 132, one of the external hydraulic c-~~rcuit actuators 110 or 114 and the SP 13527.69 EW
13 indE~pendent EHA actuator 112, remains in operation to actuate the control surface.
Figure 2 schematically shows the main elements of an actuator with an electrical control input, also called an electrohyd:raulic actuator.
The actuator marked with general reference 110 comprises a jack 111 and a control unit 200 with an electrical control input llla.
Jack 111 has one end 202 connected to a fixed support and one end 204 connected to a roll or pitch control surface, not shown. A piston 206 rigidly fixed to a piston rod 208 separates the jack cylinder into two chambers 210 and 211.
A solenoid valve 212 electrically connected to a calculation unit (not shown?, associated with the actuator, selects an operating mode of the actuator.
When the solenoid valve is excited by an electrical signal, a slide known as "mode slide" 220 is moved into position so that chambers 210 and 211 are put into communication with a servovalve 222, through a double pas~:age portion 227 of the slide.
Servovalve 222, electrically connected to the calculation unit, then outputs a hydraulic fluid flow to :jack 111 that depends on orders generated by the calculation unit. The actuator then operates in the electrical active mode already described. The hydraulic fluid flow is provided by a hydraulic circuit 128, which is not shown except for the high pressure inlet 224 and low pressure outlet 226.
When solenoid valve 212 is disexcited, if there is no Electrical signal, the mode slide 220 is set so as to isolate the jack chambers from servovalve 222 and to put chambers 210 and 211 into communication with other thrcugh a restricto== 228. This position, shown in Figure 2, corresponds to damped mode operation of the actuator already described.
SP 13527.69 EW
Figure 2 schematically shows the main elements of an actuator with an electrical control input, also called an electrohyd:raulic actuator.
The actuator marked with general reference 110 comprises a jack 111 and a control unit 200 with an electrical control input llla.
Jack 111 has one end 202 connected to a fixed support and one end 204 connected to a roll or pitch control surface, not shown. A piston 206 rigidly fixed to a piston rod 208 separates the jack cylinder into two chambers 210 and 211.
A solenoid valve 212 electrically connected to a calculation unit (not shown?, associated with the actuator, selects an operating mode of the actuator.
When the solenoid valve is excited by an electrical signal, a slide known as "mode slide" 220 is moved into position so that chambers 210 and 211 are put into communication with a servovalve 222, through a double pas~:age portion 227 of the slide.
Servovalve 222, electrically connected to the calculation unit, then outputs a hydraulic fluid flow to :jack 111 that depends on orders generated by the calculation unit. The actuator then operates in the electrical active mode already described. The hydraulic fluid flow is provided by a hydraulic circuit 128, which is not shown except for the high pressure inlet 224 and low pressure outlet 226.
When solenoid valve 212 is disexcited, if there is no Electrical signal, the mode slide 220 is set so as to isolate the jack chambers from servovalve 222 and to put chambers 210 and 211 into communication with other thrcugh a restricto== 228. This position, shown in Figure 2, corresponds to damped mode operation of the actuator already described.
SP 13527.69 EW
14 Figure 3 schematically shows a hybrid actuator such as actuator 114 used in control device illustrated in Figure 1. Many of t:he elements are identical to those in the actuator in Figure 2. These elements have the sam~=_ references, and therefore the explanations about them given above can be referred to. Furthermore, the actuator jack in Figure 3 is marked as reference 115, the same as in Figure 1, and the electrical and mechanical control inputs are marked with references 115a and 115b respectively.
The hybrid actuator mode slide 220 may be in one of thrc=_e positions, and it is actuated by three solenoid valves 212, 214 and 216 controlled by calculation units 154, 152 and 150 respectively, shown in Figure 1.
When solenoid valve 212 is excited, the slide 220 is in a position in which chambers 210, 211 are put in communication with the servovalve 222 through a double pas:~age portion 227 of the slide. The actuator then operates in the electrical active mode described above.
When solenoid valve 212 is disexcited and at least one of solenoid valves 214 and 216 is excited, the mode slide occupies a position in which chambers 210 and 211 are put into communication through a restrictor 228 to operate in damped mode. This position corresponds to the slide position shown in Figure 3.
When none of the solenoid valves 212, 214 and 216 is excited, the mode slide is in a third position in which chambers 210 and 211 are put into communication with a distributor 230 through a double passage portion 229 of the slide. In this position, a clutch 232 is engaged and connects distributor 230 to the mechanical control input 115b .
The distributor 230 then outputs a hydraulic fluid flow to the jack, that depends on the mechanical control applied on input 115b. The actuator operates in mechanical active: modes. This mode is triggered by SP x_3527.69 EW
default if there is a failure in the electrical control system, in other words when none of the solenoid valves is receiving signals from a calculation unit.
For example and in the normal flight state, 5 referring to Figure :L, it is obvious that if there is a fai7_ure in the first electrical system 150, 150a, 150b, 151a, 151b associated with actuator 110, then solenoid valve 216 will be disexcited. The second electrical system 152, 152a, 152b, 153a, 153b associated with 10 actuator 112 is then activated to control actuator 112.
If there is an electrical failure in this second system, then sole:zoid valve 214 will also be desE:xcited. The third electrical system comprising elements 154, 154a, 154b, 155 is then activated to
The hybrid actuator mode slide 220 may be in one of thrc=_e positions, and it is actuated by three solenoid valves 212, 214 and 216 controlled by calculation units 154, 152 and 150 respectively, shown in Figure 1.
When solenoid valve 212 is excited, the slide 220 is in a position in which chambers 210, 211 are put in communication with the servovalve 222 through a double pas:~age portion 227 of the slide. The actuator then operates in the electrical active mode described above.
When solenoid valve 212 is disexcited and at least one of solenoid valves 214 and 216 is excited, the mode slide occupies a position in which chambers 210 and 211 are put into communication through a restrictor 228 to operate in damped mode. This position corresponds to the slide position shown in Figure 3.
When none of the solenoid valves 212, 214 and 216 is excited, the mode slide is in a third position in which chambers 210 and 211 are put into communication with a distributor 230 through a double passage portion 229 of the slide. In this position, a clutch 232 is engaged and connects distributor 230 to the mechanical control input 115b .
The distributor 230 then outputs a hydraulic fluid flow to the jack, that depends on the mechanical control applied on input 115b. The actuator operates in mechanical active: modes. This mode is triggered by SP x_3527.69 EW
default if there is a failure in the electrical control system, in other words when none of the solenoid valves is receiving signals from a calculation unit.
For example and in the normal flight state, 5 referring to Figure :L, it is obvious that if there is a fai7_ure in the first electrical system 150, 150a, 150b, 151a, 151b associated with actuator 110, then solenoid valve 216 will be disexcited. The second electrical system 152, 152a, 152b, 153a, 153b associated with 10 actuator 112 is then activated to control actuator 112.
If there is an electrical failure in this second system, then sole:zoid valve 214 will also be desE:xcited. The third electrical system comprising elements 154, 154a, 154b, 155 is then activated to
15 control actuator 114.
Finally, if there is an electrical failure in the three systems, the three solenoid valves 212, 214 and 216 are disexcited and the mechanical control of the hybrid actuator is automatically activated.
Clutch 232 is disengaged for normal operation of the control surface control device. This prevents orders such as stabilization orders output by computers from being mechanically retransmitted onto the control device. According t:o one alternative embodiment, the mec~:.anical control input may also be fitted with a spring or cam operated connecting rod system capable of absorbing the entire stroke of the actuator, in order to prevent orders from being retransmitted to control devices.
Figure 4 schematically shows another type of hybrid actuator that can be used in the device according to the invention.
The actuator comprises a mode slide 220 with only two positions. If at least one of the two solenoid valves 214 and 216, controlled by calculation units 152 and 150 respectively shown in Figure 1, are excited, SP 13527.69 EW
Finally, if there is an electrical failure in the three systems, the three solenoid valves 212, 214 and 216 are disexcited and the mechanical control of the hybrid actuator is automatically activated.
Clutch 232 is disengaged for normal operation of the control surface control device. This prevents orders such as stabilization orders output by computers from being mechanically retransmitted onto the control device. According t:o one alternative embodiment, the mec~:.anical control input may also be fitted with a spring or cam operated connecting rod system capable of absorbing the entire stroke of the actuator, in order to prevent orders from being retransmitted to control devices.
Figure 4 schematically shows another type of hybrid actuator that can be used in the device according to the invention.
The actuator comprises a mode slide 220 with only two positions. If at least one of the two solenoid valves 214 and 216, controlled by calculation units 152 and 150 respectively shown in Figure 1, are excited, SP 13527.69 EW
16 the mode slide i~; positioned to mutually create comrnunication between jack chambers 210, 211 through the restrictor 228 a.nd the actuator operates in damped mode. Excitation of solenoid valve 212 also puts clutch 232 into a declutched state which makes servovalve 222 independent of the mechanical control 115b.
When solenoid valves 214 and 216 are disexcited, the mode slide 220 moves into a position to put the jack: chambers 115 into communication with servovalve 222 through a double passage portion 227 of the slide.
The actuator is then capable of operating either in electrical active mode or in mechanical active mode.
Electrical active mode is activated if solenoid valve 212 is excited. The mechanical control is then decl_utched and fixed in place, and the electrical control input 115a o. the servovalve is controlled.
When solenoid valve 212 is disexcited, either intentionally or following electrical failures like tho~~e described above, the mechanical control is coupled to the servovalve through clutch 232 and the servovalve outputs a flow to jack chambers that depends on t:he mechanical control input 115b. Therefore, this corresponds to the mechanical active mode.
In the envisaged application, and by construction, there is no provision for controlling the servovalve thrc>ugh the mechanical control input and through the electrical control input simultaneously.
Figure 5 shows an alternative embodiment of the invention in which the control device is equipped with two or three hybrid actuators.
In the example :shown, actuators 110, 112 and 114 comprise electrical ~~ontrol inputs llla, 113a and 115a respectively connectE=_d to the electrical control input 127, and mechanical control inputs (lllb), 113b and SP 13527.69 EW
When solenoid valves 214 and 216 are disexcited, the mode slide 220 moves into a position to put the jack: chambers 115 into communication with servovalve 222 through a double passage portion 227 of the slide.
The actuator is then capable of operating either in electrical active mode or in mechanical active mode.
Electrical active mode is activated if solenoid valve 212 is excited. The mechanical control is then decl_utched and fixed in place, and the electrical control input 115a o. the servovalve is controlled.
When solenoid valve 212 is disexcited, either intentionally or following electrical failures like tho~~e described above, the mechanical control is coupled to the servovalve through clutch 232 and the servovalve outputs a flow to jack chambers that depends on t:he mechanical control input 115b. Therefore, this corresponds to the mechanical active mode.
In the envisaged application, and by construction, there is no provision for controlling the servovalve thrc>ugh the mechanical control input and through the electrical control input simultaneously.
Figure 5 shows an alternative embodiment of the invention in which the control device is equipped with two or three hybrid actuators.
In the example :shown, actuators 110, 112 and 114 comprise electrical ~~ontrol inputs llla, 113a and 115a respectively connectE=_d to the electrical control input 127, and mechanical control inputs (lllb), 113b and SP 13527.69 EW
17 115b connected to the mechanical linkage 124 through transmissions (325), 225 and 125 respectively.
The redundant nature of this configuration provides additional operating safety.
- 5 Figure 6 shows another alternative embodiment of the invention in which only two actuators are used.
The device comprises a hybrid actuator 115 with an electrical control input 115a connected to an electrical control system 127, and a mechanical control input 115b connected to control devices 126 through mechanical linkage 124 and transmission 125. Actuator 115 is supplied throwgh a hydraulic circuit 300.
The second actuator is shown under 109. It is an "EBHA" (Electrical Back-up Hydraulic Actuator) with two electrical inputs 109a and 109b also connected to the control system 127.
The electrical input 109a can send control orders to a servovalve (not shown) of the type described above and supplied by a hydraulic circuit 302. The second electrical input 10!ab can send control orders to an integrated and independent hydraulic generation system to maneuver the cont:col surface.
This embodiment can save one actuator and possibly one hydraulic circuit, compared for example with the embodiment shown in Figure 1. This can result in a significant weight saving.
SP 13527.69 EW
The redundant nature of this configuration provides additional operating safety.
- 5 Figure 6 shows another alternative embodiment of the invention in which only two actuators are used.
The device comprises a hybrid actuator 115 with an electrical control input 115a connected to an electrical control system 127, and a mechanical control input 115b connected to control devices 126 through mechanical linkage 124 and transmission 125. Actuator 115 is supplied throwgh a hydraulic circuit 300.
The second actuator is shown under 109. It is an "EBHA" (Electrical Back-up Hydraulic Actuator) with two electrical inputs 109a and 109b also connected to the control system 127.
The electrical input 109a can send control orders to a servovalve (not shown) of the type described above and supplied by a hydraulic circuit 302. The second electrical input 10!ab can send control orders to an integrated and independent hydraulic generation system to maneuver the cont:col surface.
This embodiment can save one actuator and possibly one hydraulic circuit, compared for example with the embodiment shown in Figure 1. This can result in a significant weight saving.
SP 13527.69 EW
Claims (14)
1. Device for controlling one of a roll and pitch control surface of an aircraft comprising:
at least two actuators, each actuator having at least one electrical control input; and an electrical control system for the actuators capable of being in a first or "normal flight" state in which at least one of the actuators is controlled to actuate the control surface;
wherein at least one of the actuators, called the hybrid actuator, further comprises a mechanical control input, and in that the actuator electrical control system is capable of being in a second state or the "maneuver" state in which at least two of the actuators are controlled to simultaneously actuate the control surface, and a third state or the "electrical control failure" state in which the hybrid actuator is controlled from the mechanical control input to actuate the control surface.
at least two actuators, each actuator having at least one electrical control input; and an electrical control system for the actuators capable of being in a first or "normal flight" state in which at least one of the actuators is controlled to actuate the control surface;
wherein at least one of the actuators, called the hybrid actuator, further comprises a mechanical control input, and in that the actuator electrical control system is capable of being in a second state or the "maneuver" state in which at least two of the actuators are controlled to simultaneously actuate the control surface, and a third state or the "electrical control failure" state in which the hybrid actuator is controlled from the mechanical control input to actuate the control surface.
2. The device according to claim 1, wherein the actuator electrical control system comprises a calculation unit associated with each actuator respectively.
3. The device according to claim 2, wherein the actuators with electrical inputs comprise hydraulic jacks respectively with two chambers, a servovalve connected to a hydraulic circuit to output a hydraulic fluid flow to the chambers that depends on an electrical order from the calculation unit associated with the actuator.
4. The device according to claim 3, comprising three actuators with electrical inputs, including the at least one hybrid actuator.
5. The device according to claim 4, wherein the at least one hybrid actuator comprises a first solenoid valve controlled by the calculation unit associated with it, the first solenoid valve being capable of occupying an excited state corresponding to an "electric active" operating mode in which the jack chambers are put into communication with the servovalve, and a disexcited state, the at least one hybrid actuator also comprising second and third solenoid valves controlled by the calculation units associated with the at most other two actuators in the device respectively, and capable of alternately being in an excited state and a disexcited state, the chambers of the hybrid actuator jack being put into communication with each other in a "damped"
operating mode of the jack when the first solenoid valve is in a disexcited state and at least one of the second and third solenoid valves is in an excited state, and the chambers of the hybrid actuator jack are put into communication with a distributor connected to the mechanical input of the actuator in a "mechanical active" operating mode, when the first, second and third solenoid valves are in a disexcited state.
operating mode of the jack when the first solenoid valve is in a disexcited state and at least one of the second and third solenoid valves is in an excited state, and the chambers of the hybrid actuator jack are put into communication with a distributor connected to the mechanical input of the actuator in a "mechanical active" operating mode, when the first, second and third solenoid valves are in a disexcited state.
6. The device according to claim 4, wherein the at least one hybrid actuator comprises first, second and third solenoid valves controlled by a calculation unit associated with the at least one hybrid actuator, and by calculation units associated with the at most other two actuators in the device, each capable of alternately being in an excited state and a disexcited state, the actuator operating in a "damped" mode, in which the jack chambers are put into mutual communication when at least one of the second and third solenoid valves is in an excited state; the actuator operating according to an "electric active" mode in which the jack chambers are put into communication with the servovalve, and in which the actuator is controlled through the electrical control input, when the first solenoid valve is excited and the second and third solenoid valves are disexcited, and the actuator operating according to a "mechanical active"
mode in which the jack chambers are put into communication with the servovalve and in which the actuator is controlled through the mechanical control input, when the first, second and third solenoid valves are in a disexcited state.
mode in which the jack chambers are put into communication with the servovalve and in which the actuator is controlled through the mechanical control input, when the first, second and third solenoid valves are in a disexcited state.
7. The device according to any one of claims 1 to 3, characterized in that it comprises at least one actuator with two electrical control inputs, the said actuator comprising a servovalve controlled by the first electrical control input and an integrated hydraulic generation system controlled by the second electrical control input.
8. The device according to claim 7, characterized in that it comprises a hybrid actuator and an actuator with two electrical inputs, each actuator being supplied through a hydraulic circuit specific to it.
9. The device according to claim 1, characterized in that it comprises a first actuator with an electrical input connected to a first hydraulic circuit to actuate the control surface during normal operation, a second actuator with an electrical input connected to a second hydraulic circuit, and a third actuator with a hydrostatic type electrical input with a built-in hydraulic generation system, at least one of the first and second actuators being hybrid actuators also comprising a mechanical control input.
10. The device according to claim 1, comprising an actuator with an electrical control input and a hybrid actuator with an electrical control input and a mechanical control input.
11. The device according to claim 10, in which the actuator with an electrical control input is a hydrostatic actuator with an electrical power supply.
12. The device according to claim 10, in which the actuator with an electrical control input is an actuator with a double electrical/hydraulic power supply.
13. The device according to claim 1, comprising two actuators with an electrical control input and a hybrid actuator with an electrical control input and a mechanical control output.
14. Process for controlling a control device for an aircraft roll or pitch control surface, the device comprising at least two actuators with an electrical control input, at least one of which, called the hybrid actuator, also comprises a mechanical control input and an electrical control system for the actuators, by which the control surface is actuated as follows:
at least one of the actuators is controlled electrically in a "normal flight" state;
at least two actuators are controlled electrically and simultaneously in a "maneuver" state; and the hybrid actuator is controlled mechanically when the actuator electrical control system is in a "failure" state.
at least one of the actuators is controlled electrically in a "normal flight" state;
at least two actuators are controlled electrically and simultaneously in a "maneuver" state; and the hybrid actuator is controlled mechanically when the actuator electrical control system is in a "failure" state.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR9703100 | 1997-03-14 | ||
| FR9703100A FR2760718B1 (en) | 1997-03-14 | 1997-03-14 | METHOD AND DEVICE FOR CONTROLLING A TILT OR DEPTH GOVERNOR OF AN AIRCRAFT |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2231961A1 CA2231961A1 (en) | 1998-09-14 |
| CA2231961C true CA2231961C (en) | 2006-10-17 |
Family
ID=9504786
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002231961A Expired - Lifetime CA2231961C (en) | 1997-03-14 | 1998-03-11 | Control process and device for an aircraft roll or pitch control surface |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP0864491B1 (en) |
| CN (1) | CN1080227C (en) |
| CA (1) | CA2231961C (en) |
| DE (1) | DE69816889T2 (en) |
| ES (1) | ES2205396T3 (en) |
| FR (1) | FR2760718B1 (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6063544A (en) * | 1997-03-21 | 2000-05-16 | Kodak Polychrome Graphics Llc | Positive-working printing plate and method of providing a positive image therefrom using laser imaging |
| FR2811780B1 (en) * | 2000-07-13 | 2002-08-30 | Aerospatiale Matra Airbus | METHOD AND DEVICE FOR CONTROLLING MANEUVERING DEVICES OF AN AIRCRAFT WITH ELECTRIC BACKUP MODULES |
| US6446911B1 (en) * | 2000-07-14 | 2002-09-10 | Honeywell International Inc. | Method for controlling actuators on a vehicle |
| DE102005042511A1 (en) * | 2005-09-07 | 2007-04-05 | Airbus Deutschland Gmbh | Trim actuator actuating system for airplane, has autonomous hydraulic power supply system to supply hydraulic power to hydraulic linear actuator during malfunction operation in which another power supply system is in breakdown state |
| FR2892699B1 (en) * | 2005-10-27 | 2008-02-08 | Airbus France Sas | METHOD AND SYSTEM FOR LIMITING AN AIRCRAFT GOVERNMENT ROTATING ANGLE |
| DE102006039671A1 (en) * | 2006-08-24 | 2008-03-20 | Liebherr-Aerospace Lindenberg Gmbh | Modular electronic flight control system has actuator control-electronics having selection logic to decide whether to use directly received pilot guidelines or reference values of flight control processor for controlling actuator module |
| FR2927308B1 (en) * | 2008-02-08 | 2010-10-22 | Airbus France | DISTRIBUTED FLIGHT CONTROL SYSTEM. |
| FR2966124B1 (en) * | 2010-10-18 | 2013-08-09 | Sagem Defense Securite | MOTORIZED DISPLACEMENT SYSTEM OF A MOBILE ELEMENT, METHOD FOR CONTROLLING SUCH A SYSTEM, AND METHOD FOR TESTING SUCH A SYSTEM |
| US20130009017A1 (en) * | 2011-07-06 | 2013-01-10 | Eaton Corporation | Electronically synchronized flap system |
| CN104192300B (en) * | 2014-04-22 | 2019-02-19 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | A kind of flight control system and method |
| GB2577127A (en) * | 2018-09-17 | 2020-03-18 | Airbus Operations Ltd | Actuator for an aircraft component |
| US11851163B2 (en) * | 2022-04-25 | 2023-12-26 | Hamilton Sundstrand Corporation | Hydraulically locking actuator configuration |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4244277A (en) * | 1979-03-02 | 1981-01-13 | Parker-Hannifin Corporation | Redundant servo with fail-safe electric system |
| US4472780A (en) * | 1981-09-28 | 1984-09-18 | The Boeing Company | Fly-by-wire lateral control system |
| DE3638820A1 (en) * | 1986-09-12 | 1988-03-24 | Messerschmitt Boelkow Blohm | RUDDER CONTROL ARRANGEMENT FOR AIRCRAFT |
| FR2603866A1 (en) * | 1986-09-12 | 1988-03-18 | Messerschmitt Boelkow Blohm | DEPTH GOVERNOR CONTROL SYSTEM |
| DE3638821A1 (en) | 1986-09-12 | 1988-03-24 | Messerschmitt Boelkow Blohm | ELEVATOR CONTROL SYSTEM |
| FR2683502B1 (en) * | 1991-11-12 | 1994-02-25 | Aerospatiale Ste Nationale Indle | SYSTEM FOR THE MOTION CONTROL OF A MOBILE MECHANICAL MEMBER, AND A FLIGHT CONTROL SYSTEM FOR AN AIRCRAFT COMPRISING THE SAME. |
| FR2738796B1 (en) * | 1995-09-15 | 1997-12-05 | Aerospatiale | METHOD AND DEVICE FOR CONTROLLING THE STEERING GOVERNOR OF AN AIRCRAFT |
-
1997
- 1997-03-14 FR FR9703100A patent/FR2760718B1/en not_active Expired - Fee Related
-
1998
- 1998-03-11 CA CA002231961A patent/CA2231961C/en not_active Expired - Lifetime
- 1998-03-13 DE DE69816889T patent/DE69816889T2/en not_active Expired - Lifetime
- 1998-03-13 ES ES98400597T patent/ES2205396T3/en not_active Expired - Lifetime
- 1998-03-13 EP EP98400597A patent/EP0864491B1/en not_active Expired - Lifetime
- 1998-03-14 CN CN98106644A patent/CN1080227C/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| EP0864491B1 (en) | 2003-08-06 |
| CN1202442A (en) | 1998-12-23 |
| FR2760718B1 (en) | 1999-05-28 |
| FR2760718A1 (en) | 1998-09-18 |
| DE69816889D1 (en) | 2003-09-11 |
| CA2231961A1 (en) | 1998-09-14 |
| DE69816889T2 (en) | 2004-06-09 |
| EP0864491A1 (en) | 1998-09-16 |
| ES2205396T3 (en) | 2004-05-01 |
| CN1080227C (en) | 2002-03-06 |
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