EP2864851A1 - Actionneur a actionnement hybride pour interface a retour de forces - Google Patents
Actionneur a actionnement hybride pour interface a retour de forcesInfo
- Publication number
- EP2864851A1 EP2864851A1 EP13730866.4A EP13730866A EP2864851A1 EP 2864851 A1 EP2864851 A1 EP 2864851A1 EP 13730866 A EP13730866 A EP 13730866A EP 2864851 A1 EP2864851 A1 EP 2864851A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- shaft
- force
- rotation
- actuator
- braking
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
- G05G5/03—Means for enhancing the operator's awareness of arrival of the controlling member at a command or datum position; Providing feel, e.g. means for creating a counterforce
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D41/00—Freewheels or freewheel clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
- F16D67/02—Clutch-brake combinations
- F16D67/06—Clutch-brake combinations electromagnetically actuated
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F3/00—Input arrangements for transferring data to be processed into a form capable of being handled by the computer; Output arrangements for transferring data from processing unit to output unit, e.g. interface arrangements
- G06F3/01—Input arrangements or combined input and output arrangements for interaction between user and computer
- G06F3/016—Input arrangements with force or tactile feedback as computer generated output to the user
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/28—Electric or magnetic using electrostrictive or magnetostrictive elements, e.g. piezoelectric elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D41/00—Freewheels or freewheel clutches
- F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
- F16D41/064—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls
Definitions
- the present invention relates to a hybrid actuator for a force feedback interface and to an interface comprising such an actuator.
- the force feedback interfaces of the state of the art can implement controllable motors or brakes to generate the interaction forces.
- Interfaces were therefore implemented using hybrid actuators combining a DC motor with a controllable brake.
- the motor then provides active behavior to the interface while the brake is used to ensure system stability or to dissipate large amounts of energy.
- the brake and the motor are used simultaneously, the active behavior of the engine is naturally canceled by the brake.
- the interface In a haptic interface with two degrees of freedom for example, it becomes impossible to recreate interaction forces in a wide range of direction using the brakes and the engine at the same time.
- the force imposed by user is less than the set force imposed by the actuator, the interface must have a predominant effect on the user. This occurs naturally when haptic rendering is provided by the engine but remains imperceptible in the case where the brake is activated.
- the actuation of the system is controlled by a simple comparison between the sign of the instruction and that of the force stored by the spring. If the signs coincide, the setpoint torque is controlled by the brake and the error between the setpoint and the spring torque is compensated by the motor. However, if the signs of the instruction and that of the force stored by the spring are different, it is necessary to release the brake in order to cancel the stored energy and the motor assumes the instruction. When the spring energy becomes zero, it is again possible to actuate the brake and the system returns to the first mode of operation. The addition of an elastic element in the actuator considerably reduces the controllable bandwidth of the manipulator. The response time of the brake is significantly affected.
- PADyC A synergistic robot for cardiac puncturing
- Each wheel is connected to a motor programmed to rotate only in the free direction of the wheel associated with it.
- Both freewheels are activated when both motors are inactive, in this case no movement of the axis of rotation is possible.
- both engines are in rotation, the two free wheels are inactivated, any movement of the axis is then allowed.
- the rotation of the axis is then allowed in the direction of rotation of the motor activated.
- the rotation speed of the motors it is possible to control the amplitude of the movements of the axes. Actuation of the motors thus allows the movement of the axis of rotation in one direction. As a result, the system is non-motorized because the motors do not provide active torque.
- an actuator comprising an electric motor driving a shaft adapted to rotate about its axis and able to transmit the forces to an operator, and freewheeling means able to apply a braking force to the operator. shaft so that the motor can drive the shaft in a direction opposite to that in which the braking force is exerted.
- the actuator according to the invention can then provide the interface with active or dissipative torque without adding any element likely to harm the bandwidth of the system.
- the active torque can be added to the dissipative torque.
- the motor can exert an active force on the shaft without it being canceled by the dissipative forces generated by the activated braking system, since the shaft can be free to rotate in the opposite direction to the the one in which the braking force is exerted
- the actuator can be force controlled by analog or digital controllers. Thanks to the invention, only the measurement of the position of the axis of rotation is required.
- the mathematical model of the elements to be simulated is implemented in the simulator and the overall system can be controlled by a microcontroller which realizes the division of tasks between the brakes and the engine.
- the tactile simulation interface according to the invention has the advantage of being able to operate without prior knowledge of the elements to be simulated.
- the driving torque is transmitted directly to the output of the shaft in interaction with the operator, and the actuator comprises a freewheel and a braking system which applies a braking to the shaft via the freewheel.
- the actuator comprises a freewheel and a braking system which applies a braking to the shaft via the freewheel.
- the engine torque is transmitted directly to the output of the shaft in interaction with the operator, and the actuator comprises two freewheels mounted in opposition and a braking system associated with each wheel. free. Unidirectional rotation braking is applied to the shaft via the freewheels. As a result, the braking torque of the brake is transmitted to the axis only in the blocking direction of the freewheel associated with it.
- the motor is connected directly to the output shaft and can drive the output shaft in either direction. For force feedback applications, this makes it possible to combine the significant braking forces provided by the brakes with the active behavior of the engine without the latter being canceled by the brakes.
- This actuator operates in both directions of rotation.
- means connect the first and second shafts and are such that they reverse the direction of rotation of the shaft.
- the shaft For example it is a gearbox.
- the system or systems are magneto-rheological.
- the invention makes it possible to combine the dissipative forces of the braking systems and the active forces of the engine without the latter being canceled by the dissipative component.
- the braking system and the motor can be activated simultaneously.
- this actuator makes it possible to improve the performances of the interfaces.
- the subject of the present invention is therefore an actuator for a force feedback interface comprising a first shaft intended to be integral in rotation with an interaction member of said interface, an electric motor capable of rotating the first shaft in a clockwise and counterclockwise direction, a first freewheel device mounted on said first shaft and a first braking system adapted to brake the rotation of said first shaft through the freewheel device.
- the actuator may comprise a second freewheel device mounted on said first shaft in opposition to the first freewheel device, a second braking system capable of braking the rotation of said first shaft by means of the second freewheel device. in a direction opposite to that of the first braking system.
- the subject of the present invention is also an actuator for a force feedback interface
- a first shaft designed to be integral in rotation with an interaction member of said interface, an electric motor capable of rotating the first shaft in one direction. counterclockwise, a second integral shaft in motion of the first shaft, a first freewheel device mounted on the second shaft and a first braking system adapted to slow the rotation of the second shaft via the wheel device. free, and means connecting the second shaft to the first shaft, said means being such that the direction of rotation of the first and second shaft are the same or opposite.
- the means for selecting the direction in which the first shaft is braked are advantageously formed by a gearbox.
- the gearbox may have different transmission ratios.
- the first and / or the second braking system are magneto-rheological braking systems.
- the motor is a DC motor.
- the actuator may comprise a position sensor of the first shaft.
- the braking system or systems has (s) a higher torque capacity than the engine.
- the present invention also relates to an interface comprising at least one actuator according to the invention, an interaction member with the operator rotatably connected to the first shaft and a controller controlling the engine and the braking system or systems.
- the actuator can be advantageously controlled by force.
- the controller may comprise means for comparing the sign of the speed of the first shaft and that of the setpoint.
- the controller controls one of the braking systems and the motor so that they both brake the rotation of the first shaft.
- the motor can participate in braking only when the measured speed is zero or when an active effort is required.
- the present invention also relates to a method of controlling an actuator of a force feedback interface according to the invention, comprising the steps:
- one or the other of the braking systems is activated to exert a dissipative force and the motor is activated to provide an active effort.
- the motor and one or the other of the braking systems can be activated simultaneously.
- the motor provides a dissipative force and one or the other of the braking systems are activated when the engine reaches its saturation regime.
- FIG. 1 is a schematic view of an actuator according to a first embodiment
- FIG. 2 is a schematic view of an actuator according to a second embodiment
- Figure 3 is a schematic representation of an example of control of the actuator. DETAILED PRESENTATION OF PARTICULAR EMBODIMENTS
- the actuator that will be described in detail has a degree of freedom.
- dissipative force means a force intended to oppose the speed (displacement) of the operator, and by “active effort” a force which is effected in the same direction as the speed of displacement of the operator.
- the actuator A1 comprises a frame 2 in which a shaft 3 of axis X is mounted capable of rotating in rotation about its axis, a first freewheel 4 mounted on the shaft 3 and a second freewheel 6 mounted on the shaft 3.
- the two freewheels 4, 6 are mounted in opposition. This is for example freewheels with rollers.
- a freewheel is a mechanical device for unidirectional force transmission. This device is well known to those skilled in the art and will not be described in detail.
- the first freewheel 4 transmits the rotational movement in the clockwise direction and the second freewheel 6 transmits the rotational movement counterclockwise.
- the actuator A1 also comprises first 8 and second 10 braking systems associated with each of the first 4 and second 6 freewheels respectively. So that, when a braking force is applied by the first braking system 8, the shaft 3 is braked in the clockwise direction and, when a braking force is applied by the second braking system 10, the shaft 3 is braked counterclockwise.
- braking system means a system capable of applying a dissipative force to reduce the rotational speed of a shaft, the reduced speed being non-zero or zero.
- the first 8 and second 10 braking systems are magneto-rheological braking systems.
- the first system comprises a sleeve of ferromagnetic material 12 integral with the outer periphery of the first freewheel 4 and a magnetic field generator 14, a coil in the example shown.
- a radial clearance is provided between the outer periphery of the sleeve 12 and the coil 14 defining an annular space 16.
- a magneto-rheological liquid 17 fills the annular space 16.
- the first braking system 8 operates as follows: when a magnetic flux is generated by the coil 14 in the space 16, the ferromagnetic particles that make up the fluid align with the orientation of the magnetic flux and constitute chains between the walls of the fixed and moving parts. Therefore, to force the movement between the walls of the fluid layer, it is necessary to impose a force greater than the interaction force of the particles in order to break the chains that have formed. This results in resistance to the rotation of the freewheels relative to the frame, this resistance is proportional to the intensity of the magnetic flux generated by the coil.
- the coil is integral with the freewheel.
- the volume of magnetorheological fluid is shared between the two braking systems, however two separate volumes could be provided. Any other magneto-rheological brake geometry is conceivable.
- controllable braking systems can also be used, for example of the powder brake type, shoe brake, disc brake, eddy current brake, electrorheological brakes ...
- the shaft 3 is through and has two longitudinal ends 3.1, 3.2 protruding from both sides of the frame 2.
- An electric motor 18 is engaged with the shaft 3 at the from the end 3.1, the motor 4 can turn clockwise and counterclockwise. This is for example a DC motor.
- the implementation of a traversing shaft makes it possible to simply connect the motor directly at the output of the shaft.
- the end 3.2 of the shaft 3 carries an interaction member with the operator, for example a lever (not shown).
- the actuator A1 also comprises an angular position sensor of the shaft 3, the sensor is for example of the rotary encoder type.
- Other sensors are however usable, such as: inductive sensors, capacitive sensors, potentiometers, optical sensors, etc. It is also possible to use an angular speed sensor or angular acceleration.
- the actuator is force controlled by one or more analog or digital controllers.
- the force feedback interface according to the invention comprises at least one actuator according to the invention and a control member which ensures the sharing of tasks between the controllable organs and which realizes the division of tasks between the braking systems and the engine.
- the control organ is for example a computer or any other control system.
- the term "simulator” is understood to mean the virtual environment that contains the mathematical model used for computing the interaction force instructions.
- the virtual environment calculates the setpoints as a function of the measured position and / or the speed which can be deduced from it and in particular according to the behavior of the virtual elements to be simulated, for example the torque in a force feedback wheel in a racing game.
- the simulator is independent of the rest of the system. It varies according to the applications and is not implemented in the operating system described.
- the microcontroller 22 receives the instructions calculated by the virtual environment and uses the position measurement to calculate the speed or a direct measurement of the speed. It is part of the system and is responsible for sharing the deposit between the different actuators. As a result, the actuation system is adaptable in a large number of haptic applications since it is independent of any simulation.
- the first braking system 8 is activated: it imposes a force resistant to the rotation of the shaft in the clockwise direction of rotation.
- the shaft 3 can rotate freely counterclockwise.
- the second braking system 10 is activated: it imposes a force resistant to the rotation of the shaft 3 in the counterclockwise direction of rotation.
- the shaft 3 can rotate freely clockwise.
- the motor 18 is activated counterclockwise and the first braking system 8 is activated: the first braking system 8 and the motor impose a resistance to the rotation in the clockwise direction. Counterclockwise, the motor 18 can drive the shaft 3.
- the motor 18 is activated in the clockwise direction and the first braking system 8 is activated: the engine torque is braked by the first braking system 8. The difference between the engine torque and the braking torque is transmitted to the output .
- the motor is activated clockwise and the second braking system 10 is activated: the second braking system 10 and the motor 18 impose a rotation resistance in the counterclockwise direction. In the clockwise direction, the motor 18 can drive the shaft 3.
- the motor is activated counterclockwise and the second braking system 10 is activated: the engine torque is braked by the second braking system 10. The difference between the engine torque and the braking torque is transmitted to the output.
- the speed of the shaft is determined.
- the sign of the speed thus determined and that of the target force are then compared.
- the haptic interface must provide a dissipative effort.
- the first or second braking system or the motor is activated.
- a magnetic field is produced in space C, the magneto-rheological fluid particles align and oppose a resistance to the rotation of the shaft.
- the setpoint is sent to the motor 18 so that it provides an active force and, instead, that the actuator generates a force opposing the force. rotation of the tree, it imposes a force accompanying the rotation of the shaft. Since no braking system is activated, the shaft is free to turn in either direction.
- the braking systems are chosen so as to have a considerably greater torque capacity than that of the engine, which makes it possible to avoid the potential risks to the user that would exist if the engine were able to impose active effort too important.
- the actuator can be controlled in the following advantageous ways.
- the motor is used only to provide an active torque. Except in the case where the measured speed is zero, the appropriate motor and braking system are activated.
- the setpoint is sent to the motor.
- the difference between the setpoint and the saturation of the motor is sent to the braking system.
- the brake system completes the maximum torque that the engine can deliver to provide the force required by the setpoint.
- This operation allows more use of the braking systems to dissipate energy, while the engine is activated only to provide active effort or when the speed is zero. The energy consumption is also reduced.
- This first control method advantageously makes it possible to make the actuator active when the operator releases the lever and is also capable of eliminating the sticking phenomenon in the simulation of a virtual wall, a phenomenon that appears when the actuator is of the type only dissipative. Indeed, when the engine has the same torque capacity as that of the brakes, since the shaft can rotate thanks to the implementation of the freewheel, the motor can impose an active torque which eliminates the delay occurring with the passive actuators. when the operator moves back towards the virtual wall.
- the motor provides a dissipative effort as long as the torque required by the setpoint is lower than the saturation of the motor.
- the braking system is activated to compensate for the difference between the setpoint and the saturation of the engine.
- the motor is used to provide modest forces, which may be active or dissipative, while the braking system is used solely to provide high strengths of resistance.
- the engine is therefore used to dissipate energy as long as the efforts are weak. This technique allows the actuator to have an active behavior in low force regime, ie forces limited to the saturation of the engine not presenting any potential risks for the user.
- the second control method has the advantage of being sufficient for controlling interfaces with one or two degrees of freedom.
- the first control method is sufficient for the control of interfaces with a degree of freedom.
- the actuator and its control methods are adaptable to a wide range of force feedback interfaces and can improve the performance of such devices and reduce the energy required to synthesize haptic rendering.
- the torque / volume ratio of a magnetorheological brake can be up to 50 times that of a DC motor.
- the size of an interface implementing such an actuator can be substantially reduced.
- an actuator operating only in a direction of rotation it comprises a motor, a braking system and a freewheel connecting the braking system and the engine.
- the organ handled by the operator is in direct contact with the motor shaft. If the operator turns the lever in the locking direction of the freewheel, the braking torque applied by the brake opposes the movement of the member. If the operator turns the lever in the unlocking direction of the freewheel, the body turns freely.
- the motor on the axis of which the member is in direct engagement can exert a torque on the member in both directions of rotation. The control methods of this actuator are similar to those described above.
- FIG. 2 shows a second embodiment of an actuator according to the invention in which one of the braking systems and the associated freewheel are replaced by a system 124 capable of reversing the direction of rotation, by example a gearbox.
- the actuator comprises a first shaft 103 on which is mounted a freewheel 104 and a braking system 108, a second shaft 203 forms the traversing shaft of a motor 218, one end of which is intended to be connected to an actuator member. interaction with the operator (not shown).
- the reversing system 24 connects the first shaft 103 and the second shaft 203.
- the braking system 108 brakes the shaft 103 in one direction only and it is the inversion system that allows the actuator A2 to operate similarly to the actuator A1 and to have the same advantages. Indeed, the inversion system is controlled so that it controls the direction of braking and thanks to the freewheel 104, the motor 118 can rotate in the opposite direction.
- control methods are similar to those described for the first mode of operation. However, instead of controlling a second braking system to impose a dissipative force in the opposite direction to that imposed by the braking system 108 and the freewheel 104, the gearbox 124 is controlled to reverse the direction of rotation. rotation transmitted between the first shaft 103 and the second shaft 203.
- the gearbox has different transmission ratios and a neutral position, which increases the braking capacity of the braking system and uncoupling the inertia of the input.
- This embodiment eliminates the inertia of a second freewheel and a second braking system. It also makes it possible to decouple the inertia of the braking system when only the engine is used.
- two or three actuators are associated with a degree of freedom according to the invention respectively.
- the actuator according to the invention can be implemented to make haptic feedback-force interfaces, such as, for example, force-feedback wheels for video games or steer-by-wire systems, force return joysticks, programmable force feedback buttons, medical training devices, manipulator arms for remote operation, etc.
- haptic feedback-force interfaces such as, for example, force-feedback wheels for video games or steer-by-wire systems, force return joysticks, programmable force feedback buttons, medical training devices, manipulator arms for remote operation, etc.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Electromagnetism (AREA)
- Human Computer Interaction (AREA)
- Regulating Braking Force (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1255783A FR2992438B1 (fr) | 2012-06-20 | 2012-06-20 | Actionneur a actionnement hybride pour interface a retour de forces |
PCT/EP2013/062655 WO2013189946A1 (fr) | 2012-06-20 | 2013-06-18 | Actionneur a actionnement hybride pour interface a retour de forces |
Publications (1)
Publication Number | Publication Date |
---|---|
EP2864851A1 true EP2864851A1 (fr) | 2015-04-29 |
Family
ID=47191846
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP13730866.4A Withdrawn EP2864851A1 (fr) | 2012-06-20 | 2013-06-18 | Actionneur a actionnement hybride pour interface a retour de forces |
Country Status (4)
Country | Link |
---|---|
US (1) | US20150301553A1 (fr) |
EP (1) | EP2864851A1 (fr) |
FR (1) | FR2992438B1 (fr) |
WO (1) | WO2013189946A1 (fr) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10413817B2 (en) | 2017-02-10 | 2019-09-17 | Immersion Corporation | Method and apparatus for determining energy availability for a haptic-enabled device and for conserving energy by selecting between a braking and non-braking mode |
DE102017107467B4 (de) * | 2017-04-06 | 2022-06-02 | Kes Keschwari Electronic Systems Gmbh & Co. Kg | Verschleißnachsteller für eine Zugbremse |
CN108334193B (zh) * | 2018-01-04 | 2021-04-20 | 瑞声科技(新加坡)有限公司 | 一种马达刹车信号的生成方法及装置 |
US11561359B2 (en) * | 2018-02-09 | 2023-01-24 | Carl Zeiss Meditec Ag | Balancing device for rotary apparatus |
CN111692236B (zh) * | 2020-06-04 | 2021-10-08 | 南京航空航天大学 | 一种斜撑离合器结构的正向设计与计算方法 |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3136180A (en) * | 1962-08-09 | 1964-06-09 | Clyde H Sprague | Planetary transmission |
US5358456A (en) * | 1991-06-07 | 1994-10-25 | Fichtel & Sachs Ag | Gear unit for combination with an auxiliary power consuming unit of a motor-vehicle |
FR2691093B1 (fr) * | 1992-05-12 | 1996-06-14 | Univ Joseph Fourier | Robot de guidage de gestes et procede de commande. |
US5275261A (en) * | 1992-12-03 | 1994-01-04 | The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration | Electromagnetic brake/clutch device |
DE10214670B4 (de) * | 2002-04-03 | 2014-01-23 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Bremszuspanneinrichtung mit elektrisch betätigtem Verschleißnachsteller |
US7108087B2 (en) * | 2003-06-12 | 2006-09-19 | Honda Motor Co., Ltd. | Power transmitting apparatus for hybrid vehicle |
-
2012
- 2012-06-20 FR FR1255783A patent/FR2992438B1/fr not_active Expired - Fee Related
-
2013
- 2013-06-18 WO PCT/EP2013/062655 patent/WO2013189946A1/fr active Application Filing
- 2013-06-18 EP EP13730866.4A patent/EP2864851A1/fr not_active Withdrawn
- 2013-06-18 US US14/408,771 patent/US20150301553A1/en not_active Abandoned
Non-Patent Citations (2)
Title |
---|
None * |
See also references of WO2013189946A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20150301553A1 (en) | 2015-10-22 |
FR2992438A1 (fr) | 2013-12-27 |
WO2013189946A1 (fr) | 2013-12-27 |
FR2992438B1 (fr) | 2015-05-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2013189946A1 (fr) | Actionneur a actionnement hybride pour interface a retour de forces | |
EP3516483A1 (fr) | Interface haptique a au moins deux degres de liberte presentant un ressenti haptique ameliore | |
EP2483040B1 (fr) | Structure de robot ou d'interface haptique a bras en parallele | |
FR2946745A1 (fr) | Banc de charge dynamique. | |
FR2728537A1 (fr) | Dispositif pour l'actionnement d'un organe commande pour un aeronef, tel que notamment un helicoptere, a commandes de vol electriques | |
EP3360026A1 (fr) | Interface haptique hybride a rendu haptique ameliore | |
EP1883569A1 (fr) | Commande de direction de vehicule sans liaison mecanique entre volant et roues directrices | |
WO2014122176A1 (fr) | Mini-manche de commande électromagnétique à retour d'effort | |
EP3191365A1 (fr) | Dispositif de manche de commande de vol d'aeronef a retour d'effort avec voie de secours | |
FR2949219A1 (fr) | Dispositif de pilotage d'un vehicule et procede d'assistance motorisee et de controle d'un tel dispositif de pilotage | |
FR3036350A1 (fr) | Ensemble servofrein | |
WO2020136357A1 (fr) | Dispositif d'application d'effort pour un manche de pilotage d'un aéronef | |
FR3031959A1 (fr) | Procede et dispositif de conjugaison d'organes de pilotage | |
FR3065200A1 (fr) | Manches lateraux interconnectes pour commande de vol electrique | |
CA2754637C (fr) | Dispositif pour generer un couple de facon rapide, sur une plage dynamique etendue et avec peu d'inertie | |
FR3019327A1 (fr) | Dispositif de commande passif magnetique | |
WO2009065818A1 (fr) | Actionneur a transfert de moment cinetique pour le controle d'attitude d'un engin spatial | |
FR2964207B1 (fr) | Systeme d'organes de commande | |
CA2786221C (fr) | Dispositif de commande d'un equipement embarque | |
FR2908101A1 (fr) | Dispositif restituteur de force dans un vehicule mecaniquement decouple en direction | |
WO2009016229A1 (fr) | Dispositif articule a pantographes | |
WO2023079247A1 (fr) | Dispositif d'application d'effort de manche de pilotage, manche, procédé, programme et aéronef | |
WO2011151264A1 (fr) | Procede d'identification de frottements dans une articulation de bras de robot ou de bras manipulateur, et procede de compensation de couple faisant application | |
WO2021121941A1 (fr) | Manche de pilotage d'un aéronef comprenant un rapport de réduction global amélioré et procédé d'utilisation d'un tel manche | |
FR3118672A1 (fr) | Interface haptique a temps de reactivite augmente |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20141223 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
RIN1 | Information on inventor provided before grant (corrected) |
Inventor name: LOZADA, JOSE Inventor name: MICAELLI, ALAIN Inventor name: ROSSA, CARLOS |
|
DAX | Request for extension of the european patent (deleted) | ||
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTG | Intention to grant announced |
Effective date: 20170413 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN |
|
18D | Application deemed to be withdrawn |
Effective date: 20170824 |