DE102011115359A1 - Electronic device, particularly smart actuator electronics, such as remote electronic unit for actuator control system for positioning actuator, is attached directly or indirectly to actuator or is partially integrated in actuator - Google Patents

Abstract

The electronic device (100) is attached directly or indirectly to the actuator or is partially integrated in the actuator. The electronic device is adapted by a flight control computer (20) to receive commands for controlling or switching off the actuator. A monitoring of the positioning of the actuator and error evaluation in a flight control computer or in the remote electronic unit (REU) is feasible. An independent claim is included for an actuator control system with a mode-selector-valve-sensor.

Description

The present invention relates to an electronic device for position control of an actuator, according to the preamble of claim 1. Furthermore, the present invention relates to an actuator according to claim 18 and an actuator control system according to claim 20.

To guide an aircraft, the pilot must rely on flight control surfaces which are disposed on the wings, the horizontal stabilizing surfaces and the vertical stabilizing surfaces of the aircraft. The primary flight control surfaces on an aircraft include the ailerons, elevators, and rudder. The ailerons are located at the trailing edges of the wings of the aircraft and control the taxiing of the aircraft. The elevators or tailplane are located on the horizontal stabilization surface of the aircraft and serve to stabilize the aircraft. The rudder is located at the rear end of the aircraft and serves to steer the aircraft.

The primary flight control surfaces are actuated by the pilot, with most of the larger aircraft having ropes or wires connecting the pilot's controls to the hydraulic actuators with which the primary control surfaces are moved. In newer aircraft, the so-called "fly-by-wire technology" is used as a technical aid for controlling and stabilizing the aircraft.

In a typical fly-by-wire aircraft, electronics sensors are mounted on the pilot's controls. These sensors convert the pilot inputs to so-called side-control devices into electronic control signals, so that electronic data are entered into the computers of the flight system (flight control computer, FCC) and finally, with the aid of position sensor information by means of digitized control laws, control commands for operating devices. the so-called actuators can be generated. A system known as Actuator Control Electronics (ACE) receives the electronic signals from the flight control computer and moves the hydraulic actuators based on the received signals. Each hydraulic actuator is coupled to a movable primary control surface such that movement of the actuator moves the primary control surface.

Although the fly-by-wire concept results in weight savings because there is no longer any need for heavy linkages, ropes, pulleys, and mounting brackets passing through the aircraft to control the actuators, except the electrical wiring to the flight control computer and Actuator Control Electronics (ACE).

However, the classic fly-by-wire flight controls in modern aircraft are characterized by high cabling between the control and monitoring computers and the hydraulic actuators to control the control surfaces, which on the one hand significantly increases the weight and on the other hand the cost of cabling. In addition, the cost of installation and maintenance work with troubleshooting such flight controls is quite large.

From the WO 2007/084679 A2 An apparatus and method for backup control in a distributed flight control system is known. The device has a superordinate decentralized architecture or a remote electronic unit network (REU composite), whereby in each case one master REU with active backup function is realized per control surface (aileron, horizontal stabilizer, rudder, spoiler). This master REU is capable of receiving control signals from the primary primary controller and backup controller control signals. The master REU thus provides command signals to the actuators if they are available and valid from the primary primary controller. The master REU also provides command signals to the actuators through the backup controller when the primary controller is unavailable or invalid. However, this known device is characterized by a high cabling complexity and a high complexity, since a higher-level master REU is provided. If this fails or has an error, the control signals to the individual actuators either not or incorrectly transmitted.

Object of the present invention is therefore to provide an electronic device for positioning an actuator of the type mentioned above, which has a simplified and inexpensive but also safe construction and by which the cabling and thus the cost of an actuator control system can be significantly reduced the high safety requirements of such electronic devices and actuator control systems is sufficiently taken into account.

This object is achieved by an electronic device for positioning an actuator for an aircraft with the features of claim 1, by an actuator with the features of claim 18 and by an actuator control system having the features of claim 20.

The electronic device for positioning an actuator according to the invention, which can be coupled to a primary flight control surface for moving it in a desired position, is connected to the actuator and / or at least partially integrated in the actuator, the electronic device being suitable from a flight control computer (FCC) commands to control and / or shutdown of the actuator in case of failure to receive and implement. The electronic device according to the invention is a so-called smart actuator electronics, in particular a "Remote Electronic Unit" (REU), with which each of the actuators coupled to different wings of the aircraft is provided.

It is especially important that, in the event of a fault, the REU be controlled and overruled or disabled by a higher level flight control computer (FCC). The electronic device according to the invention eliminates the need for systematic interconnection or communication of the plurality of REUs with one another. Since the error evaluation and monitoring shifts into the higher-level flight control computer, the REU can be made smaller and easier. But it is also possible that the monitoring of the positioning of the actuator and the error evaluation in the REU can be realized.

Through the use of such local actuator electronics, the so-called Remote Electronic Units (REU's), can continue to significantly reduce the cost of installation and maintenance work with troubleshooting and thus can not only significantly reduce the weight but also the cost of wiring in the aircraft become. The actuator itself locally attached electronics, which realizes the position control and monitoring, the so-called "monitoring" of the actuator, according to the invention for the most part or even completely integrated into the actuator, so that a compact design of the actuator is feasible. This is particularly important in the event that a REU or the associated actuator malfunctions, so that it can be replaced with the associated REU without much work. In addition, the cost of installation and maintenance work with troubleshooting can be significantly limited.

The electronic device according to the invention is preferably designed such that it is suitable for detecting a changed, new actuator position and transmitting it to the flight control computer, so that a rapid evaluation and, if appropriate, a correction of the actuator position can be carried out by the use of additional sensor units and control systems ,

It is also considered to be particularly advantageous if the actuator electronics (REU) can be directly controlled and switched off by the flight control computer, wherein the flight control computer is suitable for switching off the supply voltage of the REU via a switching element and thus directly deactivating the REU or even for one passivate certain time.

Preferably, the electronic device according to the invention comprises a control unit and a detachable maintenance module, which contains a maintenance unit, a maintenance memory and a wireless unit. Thus, from the control unit of the electronic device according to the invention technical characteristics, such. As flight hours, stroke, etc., are recorded and calculated during the flight. These can then be permanently stored in the maintenance memory via a first internal data bus, so that they can be called up as required. In some cases, the technical characteristics can either be firmly defined or freely selectable.

It is considered advantageous if the maintenance memory built into the maintenance unit is an M-RAM, i. H. is a magnetoresistive random access memory. This is known to be able to store data permanently, he has very high switching speeds and has only a low heat. Such memory devices are particularly suitable here, since they can be erased and overwritten as often as desired in comparison with flash memory, the data remaining permanently stored even when the power is switched off. Thus, even with a deactivation or passivation of the electronic device according to the invention by the removal of the removable maintenance module, the stored characteristic data can not be deleted. Further, such memory devices on a chip consume only a fraction of the space occupied by DRAM or SRAM cells, for example, and exhibit high speed and high reliability, which is particularly important for use in flight control systems.

As a storage device, however, an electrically erasable programmable read only memory (EEPROM) may be used as well, which is a nonvolatile electronic memory module and is known to be used in facilities in which smaller amounts of data that change more frequently must be stored. However, it is quite possible to install another storage device in the maintenance unit of the REU, which has similar properties and is suitable for use in flight control devices.

Preferably, the maintenance module of the electronic device according to the invention is suitable, in the activated state of the REU, the stored in the maintenance unit characteristics that are either permanently definable or freely selectable, wirelessly transmitted via the wireless unit to an evaluation system, which an additional minimization of the cabling effort leads.

A particularly advantageous embodiment of the electronic device according to the invention provides that an identification unit is provided, via which a maintenance mode, after supplying the actuator from the flight control computer with voltage, preferably with 28 DVC, is selectable, so that in the maintenance Memory stored characteristic data can be transmitted to a service computer. The service computer can either be mounted in the aircraft or be provided in a base station on the ground, so that the data can be stored permanently and retrieved when needed.

The compact design of the electronic device according to the invention allows this in the actuator, which is a hydraulic, electrical or pneumatic actuator to install.

Preferably, the control unit of the electronic device is adapted to receive a position command output from the flight control computer via the digital bus interface and another internal data bus and to convert it into a proportional digital control signal, the digital control signal being in a D / A converter can be converted into an analog control signal to activate a control valve (servo valve) of the actuator and to move the actuator to a new specified position.

Most advantageously, the electronic device is housed in a hermetically sealed housing. As a result, the electronics can be arranged in the aircraft in areas outside the air-conditioned spaces. The electronics are protected due to this development of the invention against the ingress of moisture and electromagnetic radiation and other environmental influences.

It is particularly preferred if a position sensor is installed in the actuator itself, so that a proportional signal can be supplied to the memory unit of the REU via an A / D converter and a further digital data bus in order to calculate the current actuator position.

The hydraulic actuator according to the invention has an actuator electronics connected to it or at least partly attached to it, monitoring of the movements of the actuator as well as error evaluation in the higher-level flight control computer being feasible. The actuator according to the invention has a position sensor, an MSV sensor and other sensors, each communicating with the electronic device, and wherein the actuator comprises a control valve, in particular an electro-hydraulic control valve, via which the actuator to a new, after a Error detection commanded position can be moved.

The object of the invention is further achieved by an actuator control system which consists of a flight control computer (FCC), at least one connected to the flight control computer electronic device, in particular a remote electronic unit, and at least one actuator, wherein the remote electronic unit connected to the actuator is or is part of the actuator.

The present invention will now be explained in more detail with reference to an embodiment and the drawing. Show it:

1 1 is a block diagram of an electronic device according to the invention for positioning an actuator according to an exemplary embodiment,

2 : a schematic representation of an actuator with the electronic device according to the invention,

3 : An embodiment of a housing according to the invention for receiving the electronic device.

1 shows a schematic structure of an electronic device according to the invention 100 for positioning one on a surface 120 an aircraft mounted actuator 80 as a block diagram. The electronic device according to the invention is a smart actuator electronics, the so-called "Remote Electronic Unit" 100 , hereinafter referred to as REU, which serves as the electronic interface of the actuator 80 serves, educates. The actuator 80 may be a hydraulic, electrical or pneumatic actuator. The schematic structure of the REU 100 is from the 1 and will be explained in more detail below.

The REU 100 is with a superimposed flight control computer (FCC) 20 Connected and via a supply line 28 and a switching element 25 from the flight control computer, FCC 20 fed with 28 VDC, for example. The REU 100 has a control section 60 , a removable maintenance module 50 a digital bus interface 36 , a first internal data bus 11 and a second internal data bus 12 on. The digital bus interface 36 as well as an identification and maintenance unit 35 are in an interface module 30 appropriate.

The maintenance module 50 is suitable in the activated state of the Remote Electronic Unit 100 , in a maintenance store 56 stored characteristic data via a wireless unit 57 wirelessly transmitted to an evaluation system. The maintenance module 50 contains a maintenance unit 55 , the maintenance store 56 as well as the wireless unit 57 , The maintenance store 56 is preferably an M-RAM or an EEPROM.

How out 1 can be seen, the REU points 100 a third internal data bus 13 , a power supply amplifier unit 45 (SV Amplifier Unit), a D / A converter (D / A Section) 46 , an A / D converter (A / D Section) 47 and a memory section 48 on the one hand via an internal interface 13 . 16 . 14 and 15 with the control unit 60 communicate and via internal lines 18 . 18a . 19a . 19b with the actuator 80 keep in touch.

The control signals of the superimposed flight control computer FCC 20 will be sent to the REU 100 via a digital data bus 10 Posted. The digital bus interface 36 the REU 100 is modular, so the REU 100 for common digital data bus systems, such. ARINC 429, TTP, MIL 1553, FlexRay.

The digital bus interface 36 gives the transmitted digital data over the first internal data bus 11 to a central control unit 60 the REU 100 continue, or the digitally generated data of the control unit 60 be via the digital bus interface 36 and the first internal data bus 11 to the flight control computer 20 transmitted.

The hydraulic actuator 80 has an electrohydraulic control valve ("Mode Slector Valve") 91 and a control valve ("servo valve") 94 as well as a unit 90 on which actuator signals from the control unit 60 the REU 100 via an A / D converter (A / D Section) 47 and over a line 18 receives.

The digital activation command for the electro-hydraulic control valve 91 is from the FCC 20 over the digital data bus 10 as well as via the digital bus interface 36 over the first internal data bus 11 to the control unit 60 Posted. The control unit 60 then calculate and convert the digital activation command, giving it this command via the internal interface 13 , the power supply amplifier unit 45 and a switching element 71 to the electrohydraulic control valve 91 of the actuator 80 sends. The electrohydraulic control valve 91 is thus energized and moved. The actuator 80 is thus activated and can be hydraulically operated.

In 2 is a schematic structure of an actuator 80 with the electronic device according to the invention, namely the REU 100 , shown. The position of the electro-hydraulic control valve, not shown here 91 is determined by means of an MSV sensor (Mode Selector Valve Sensor) 97 detected. The position thus detected becomes the A / D converter 47 the REU 100 over a connection 18 transmitted as in 1 shown. In the A / D converter 47 the signal is filtered, processed and adapted and via the associated internal interface 14 to the control unit 60 transfer.

The SV amplifier unit 45 , the A / D converter 47 and the D / A converter 46 are in one unit 40 attached and communicate via the internal interfaces 13 . 16 and 14 with the control unit 60 and over the internal lines 18 . 18a . 19a . 19b - with the actuator 80 ,

In the control unit 60 becomes the instantaneous position of the electromagnetic valve 91 with the from the flight control computer 20 received command signal compared. The position information of the electromagnetic control valve 91 is doing over the internal data bus 11 , the digital bus interface 36 and the digital data bus 10 the flight control computer 20 transmitted.

The digital position command for the control valve 94 is from the flight control computer 20 by means of the digital data bus 10 via the digital bus interface 36 over the internal data bus 11 to the control unit 60 Posted. The control unit 60 calculates and converts the digital position command into an analog command and outputs a control current via the internal interface 16 , the D / A converter 46 , z. B. ASIC, FPGA, etc., and via a switching element 72 which is via one of the control unit 60 commanded blocking 17 is actuatable, to the actuator 80 or to the proportional control valve 94 ,

The control valve 94 is thus energized and moves into a position proportional to the control signal. The actuator 80 moves into the position determined by the command signal. This command position is then from the actuator 80 about one in the actuator 80 integrated RAM sensor 95 which is in 2 is shown schematically over the connection 18 , the A / D unit 47 and the internal interface 14 to the control unit 60 returned. In the control unit 60 thus becomes the position control loop of the actuator 80 closed.

The determined actual position of the actuator and / or a deviation from the commanded position is then by the control unit 60 over the internal data bus 11 , the digital bus interface 36 and the digital data bus 10 to the flight control computer 20 Posted. There, the comparison takes place between commanded and actual actuator position and an independently measured control surface position of an area position sensor 150 , which is mounted in the immediate vicinity of the actuator, or the surface position information of another parallel, not shown here, actuator.

If the from the actuator 80 position does not match the FCC's default position, the actuator electronics function as follows:
The REU is energized, z. With 28 VDC, from the FCC 20 supplied and activated. The FCC 20 commanded REU blocking (inhibit) 26 is released and thus becomes the switching element 71 closed. The Electrohydraulic Control Valve (Mode Selector Valve) 91 is activated and positioned. The actuator 80 is active in hydraulic mode, is in a defined position and thus defines the position of the primary control surface 120 , z. Ailerons, rudders, elevators, spoilers.

The parent flight control computer 20 gives over the digital data bus 10 a changed position command. This command is via the digital bus interface 36 received, processed and over the internal data bus 11 to the control unit 60 forwarded. The control unit 60 converts the specified position command into a proportional digital control signal. This digital control signal is transmitted via the internal interface 16 in the D / A converter 46 converted into an analogue control signal. The analogue control signal passes through the closed switching element 72 and over the line 19a to the electro-hydraulic control valve (EHSV) 94 , The proportional control valve 94 responds to the signal and generates a pressure, or a connection to a return line of the hydraulic system. The actuator then moves 80 to the newly commanded position.

About in the actuator 80 integrated RAM sensor 95 , the connection 18 , the A / D converter 47 and the digital data bus 14 gets the control unit 60 a signal proportional to the new actuator position and from this calculates the new actuator position. The information of the changed, new actuator position is transmitted via the first internal data bus 11 , the digital bus interface 36 and over the digital data bus 10 to the flight control computer 20 Posted.

In the FCC 20 now becomes the commanded position of the surface 120 , which is placed over the actuator, with the independently measured position of the surface, z. B. parallel actuator (s), any surface position sensor 150 , compared. In case of deviation, irregular surface position or uncontrolled surface movements, ie in case of error, the FCC 20 the REU 100 either passivate or put in a passive state, or the REU 100 switch off.

In the first case, the REU gives over a line 26 a blocking signal and thus opens the switching element 71 , The electrohydraulic control valve 91 is disabled, leaving the actuator 80 goes into passive mode.

In the second case, the flight control computer 20 the supply voltage to the REU 100 over the switching element 25 shut down and the REU 100 is thus deactivated or passivated.

Only the remote electronic unit according to the invention must process the data on the actuator, possibly perform subordinate control and communicate via the uniform bus interfaces with a connected ACE network. If one of the remote electronic units or one of the actuators fails, their tasks can be performed by the remaining actuators.

3 shows an embodiment of a housing according to the invention for receiving the electronic device. Of course, any signal electronics or other electronics in aircraft can be included here. The housing consists of a shell 110 which is preferably a deep-drawn part made of corrosion-resistant sheet steel. She takes the electronics board 120 on (in the figure without electronic components shown), which in plastic rails 130 is held. The electrical connection to the outside via a hermetically sealed Glasverguß plug 140 that with the shell 110 hermetically welded. The housing comes with the lid 150 hermetically sealed, ie welded. The electronic board 120 comes with at least one support body 160 fixed to avoid inadmissible vibrations. To the shell 110 are holding rails 170 attached, preferably by means of spot welding, which allow to secure the arrangement in the aircraft. The retaining rails 170 can be freely designed according to the respective mounting situation.

Instead of the execution of metal, the housing may also consist of electrically conductive and optionally fiber-reinforced plastic, wherein the hermetic sealing is achieved by welding or gluing. The connection to the outside is there via introduced in the plastic bushings.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2007/084679 A2 [0007]

Claims (20)

Electronic device for positioning an actuator ( 80 ), characterized in that the electronic device ( 100 ) on the actuator ( 80 ) directly or indirectly attachable and / or at least partially in the actuator ( 80 ), whereby the electronic device ( 100 ) is suitable for use by a flight control computer (FCC) ( 20 ) Commands for controlling and / or switching off the actuator ( 80 ) to obtain. Electronic device according to claim 1, characterized in that the electronic device ( 100 ) in the actuator ( 80 ) is integrable. Electronic device according to one of claims 1 or 2, characterized in that a monitoring of the positioning of the actuator ( 80 ) as well as an error evaluation in the flight control computer (FCC) ( 20 ) or in a Remote Electronic Unit (REU). Electronic device according to one of claims 1 or 2, characterized in that the device is adapted to detect a changed, new actuator position and this the flight control computer ( 20 ). Electronic device according to one of the preceding claims, characterized in that the electronic device ( 100 ) a smart actuator electronics, in particular a remote electronic unit ( 100 ). Electronic device according to one of the preceding claims, characterized in that the Remote Electronic Unit ( 100 ) from the flight control computer ( 20 ) is controllable and can be switched off. Electronic device according to one of the preceding claims, characterized in that the Remote Electronic Unit ( 100 ) a control unit ( 60 ) and a removable maintenance module ( 50 ), which is a maintenance unit ( 55 ), a maintenance memory ( 56 ) and a wireless unit ( 57 ) contains. Electronic device according to claim 7, characterized in that technical characteristics of the control unit ( 60 ) can be detected during the flight and can be calculated, whereby these are transmitted via an internal data bus ( 12 ) in the maintenance memory ( 56 ) can be stored. Electronic device according to one of the preceding claims, characterized in that the maintenance memory ( 56 ) is an M-RAM, an EEPROM or other memory device. Electronic device according to one of the preceding claims, characterized in that the maintenance module ( 50 ) is suitable, in the activated state of the Remote Electronic Unit ( 100 ) in the maintenance unit ( 56 ) stored characteristics via the wireless unit ( 57 ) to be transmitted wirelessly to an evaluation system. Electronic device according to one of the preceding claims, characterized in that a part of the technical characteristics is permanently definable or freely selectable. Electronic device according to one of the preceding claims, characterized in that an identification and maintenance unit ( 35 ) is provided, via which a maintenance mode, after supplying the actuator ( 80 ) from the flight control computer ( 20 ) with voltage, preferably with 28 DVC, is selectable, so that in the maintenance memory ( 56 ) stored characteristic data can be transmitted to a service computer. Electronic device according to claim 12, characterized in that the service computer can be mounted in the aircraft or provided in a base station on the ground. Electronic device according to one of the preceding claims, characterized in that the device in an actuator, in particular in a hydraulic, electric or pneumatic actuator ( 80 ) is located. Electronic device according to one of the preceding claims, characterized in that the control unit ( 60 ), one of the flight control computer ( 20 ) issued position command via the digital bus interface ( 36 ) and another internal data bus ( 11 ) and to convert this into a proportional digital control signal, wherein the digital control signal in a D / A converter ( 46 ) can be converted into an analog control signal to a control valve ( 94 ) of the actuator ( 80 ) and activate the actuator ( 80 ) to move to a new position. Electronic device according to one of the preceding claims, characterized in that the actuator ( 80 ) a position sensor ( 95 ), so that via an A / D converter ( 47 ) and another digital data bus ( 14 ) a proportional signal of a memory unit ( 48 ) is deliverable to calculate an actuator position. Electronic device according to one of the preceding claims, characterized in that it is accommodated in a hermetically sealed housing. Actuator with an electronic device attached to it or at least partially attached to it ( 100 ) according to one of claims 1 to 16, wherein a monitoring of the movements of the actuator and an error evaluation in a higher-level flight control computer ( 100 ) is feasible. Actuator according to claim 18, characterized in that the actuator ( 80 ) a position sensor ( 95 ), an MSV sensor ( 97 ) and other sensors ( 96 ), wherein the sensors ( 95 . 96 . 97 ) each with the electronic device ( 100 ), and wherein the actuator ( 80 ) a control valve, in particular an electro-hydraulic control valve ( 94 ) over which the actuator ( 80 ) is movable to a new, commanded after an error detection position. Actuator control system consisting of a flight control computer (FCC) ( 20 ), at least one with the flight control computer ( 20 ), in particular a remote electronic unit ( 100 ) according to one of claims 1 to 16 and at least one actuator ( 80 ), whereby the Remote Electronic Unit ( 100 ) with the actuator ( 80 ) or a part of the actuator ( 80 ).

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