FR3061134A1 - ACTUATOR FOR AIRCRAFT ELEMENT - Google Patents

Abstract

The invention relates to an actuator for actuating a device of an aircraft, in particular an aircraft, with at least one sensor operating without contact, in which the sensor is arranged in the charging path of the actuator and at least two sensors without contact are provided, one of which is arranged outside the load path of the actuator. The invention further relates to an aircraft configured with a corresponding actuator.

Description

Holder (s): GMBH SN.

LIEBHERR-AEROSPACE LINDENBERG

O Extension request (s):

® Agent (s): CABINET WEINSTEIN.

(54) ACTUATOR FOR AIRCRAFT ELEMENT.

(57) The invention relates to an actuator for actuating a device of an aircraft, in particular an aircraft, with at least one sensor operating without contact, in which the sensor is arranged in the charging path of the action-neur and at least two non-contact sensors are provided, one of which is arranged outside the charging path of the actuator. The invention further relates to an aircraft configured with a corresponding actuator.

FR 3 061 134 - A1

ACTUATOR FOR AIRCRAFT ELEMENT

The invention relates to an actuator for actuating an aircraft device, in particular an aircraft, with at least one sensor operating without contact. The invention further relates to an aircraft implemented with a corresponding actuator, but applications in the field of traffic engineering are also possible.

Aircraft actuators are known in the prior art, which are used for moving or actuating aircraft. It is thus known to perform monitoring of the actuator state, for example for the adjustment of the position, the speed and / or the force of the actuator, so that it is also known, within limits of safety predetermined by identification of position or force and / or torque, identify corresponding data of electro-hydraulic servo actuators (EHSA), electro-hydrostatic actuators (EHA / EBHA) and electromechanical actuators (EMA ) for example in the main flight control of an aircraft or in traffic engineering.

A first known method for measuring a torque on rotating parts is a simple torsion bar. If a shaft is twisted axially, an angle of rotation occurs which is proportional to the applied torque. This angle can be measured using an inductive angle measurement system. The supply voltage to the measurement system and the measurement signal are transmitted via a transformer rotation transmission device.

However, due to the amplitude modulated measurement signal, this system reacts very sensitively to axial and radial displacement, to ovalization, to the modification of the properties of the magnetic material and to magnetic shifts. This can lead to significant measurement errors. Interference, such as a temperature difference, for example, can first be compensated in the measuring amplifier, so that thermal behavior of the measurement signal must always be ensured.

The use of strain gauge torque sensors or DMS is also known to measure a torque. The supply voltage and the output voltage are transmitted to the measurement gauges mounted on the shaft using slip rings. The installation of slip rings requires some precautions, since they must be isolated both from the tree and from each other. In addition, the contact pressure of the sliding contacts must be absolutely exact to avoid significant heating or lifting. |

I

The disadvantages of this measurement technique are above all measurement errors due to even minor insulation errors, the rapid wear of the slip rings and carbon brushes, and the resulting limited peripheral speed. This process has been improved by the transmission without a slip ring of the measurement signals. By supplying an AC supply voltage to the DMS bridge, an AC voltage modulated in amplitude proportional to the torque is obtained as an output signal. The supply voltage and the measurement signal are transmitted via a transformer rotation transmission device. With the development of. DMS technology, DMS sensors can now be manufactured with temperature compensation and creep compensation.

This allows direct compensation for disturbances. Electronics always becoming | smaller and the resulting improvement in measurement accuracy make the DMS torque measurement technique the standard measurement technique today. But this | technique also brings many disadvantages. The torque cannot be measured at any location, the sticking of the measurement gauges will come off in the event of sudden load changes (for example when braking), and there are always | | transmission problems via antennas.

In some cases, torque sensors based on the differential transformer principle are better suited than DMS sensors. They consist of a torsion shaft on which several coils are arranged. From a coil, a voltage is induced in the other coils. The amount of voltage induced depends on the position of the coils in relation to each other. The position of the coils in turn depends on the torque applied and represents the angle (angle of rotation) over which the torsion body is twisted over a determined length. A coil is taken out of the original position due to torsion, and therefore the induction / coupling changes.

Within the main flight control and the applications listed below, measurement of position, force and / or torque is usually only possible with restrictions.

As the methods or devices known today have the technical or commercial drawbacks mentioned, an object of the invention is to provide an improved device which is in particular less subject to breakdowns than the known devices.

This object is achieved by an actuator. Advantageous embodiments are the subject of the dependent claims. Consequently, an actuator having at least one sensor operating without contact is provided, which is arranged in the charging path of the actuator. In this case, the term "contactless" may refer to a state in which the sensor and a component sensually sensed by the sensor must not be in direct physical contact with each other for detection sensory. On the contrary, for example, an air space may be present between the sensor and the component. In the present case, the case is also included in which only a part of the sensor is arranged in the charging path, and another part of the sensor is arranged outside the charging path.

Thanks to the sensor and thanks to the contactless detection of position, force and / or torques, it is possible to provide methods or algorithms, in particular for electro-hydraulic, servo, electro-hydrostatic and / or actuators. electromechanical, reliable and wear-free.

at. to observe the appearance of an error on the device (monitoring), for example a change in friction, play or stiffness;

b. predict the occurrence of a device failure (HM);

vs. limit the loads present in the system, or

d. provide information for control loops, such as force control - in particular compensation / reduction of "force fights".

Unlike conventional hydraulic actuators commonly used in main flight control, electromechanical drives have a higher probability of tightening (cases a and b). The tightening of an actuator must be practically eliminated. A good way to avoid a tightening situation is to monitor the state of the actuator.

In the case of several actuators actively connected to a control surface (for example, rudder, aileron, elevator), conflicts of force can be compensated for or reduced by the actuators, and in the structure by active regulation of the actuator forces (case c).

By detecting the force that the actuator (mainly electromechanical) imparts in the structure, active monitoring / limitation of this force can be used to protect the structure during normal operation as well as in specific failure cases (case d).

In a preferred embodiment of the invention, it is conceivable that at least two linear sections of the sensor are provided, in particular arranged parallel to each other and different, which differ at least by an extent of different width in the longitudinal direction. By means of two or more linear sections, it is for example possible to finely subdivide a magnetic component of the sensor. This fine subdivision of the magnetic component can be read by means of another component of the sensor, in particular a reading component, and can be used inter alia to determine the parameters or values mentioned above.

It is expected that at least two sensors operating without contact are provided, one of which is arranged outside the actuator load path. The sensor arranged outside the charging path can be used to detect reference values by means of which the detected actuator parameters can be corrected or detected more precisely.

In another preferred embodiment, it is conceivable that a command / regulation device is provided for condition monitoring, force monitoring for structural protection and / or to avoid / reduce conflicts of forces by means of '' at least one sensor. Health monitoring functions, wear analysis, load analysis, actuator maintenance and / or control of power conflicts of actuators performed redundantly can thus be performed by means of the command / regulation device.

In another preferred embodiment, it is conceivable that the at least one sensor is configured to perform magneto-resistive measurements.

In another preferred embodiment, it is conceivable that the command / regulation device is used to carry out measurements and / or deductions of the physical variables of load, torque, position and / or speed of the actuator and / or to access values of the physical variables of load, torque, position and / or speed of the actuator.

In another preferred embodiment, it is conceivable that the sensor is placed outside the charging path for temperature compensation.

In another preferred embodiment, it is also conceivable that the sensor is at least partially incorporated in the actuator by means, in particular, of a high-precision magnetic field printing and / or is designed in the form of 'at least one necking band.

By incorporating or printing the sensor or parts of the sensor, such as the linear section, in actuator components or by making the sensor or parts of the sensor in the form of necking bands, it is possible to provide parts of the sensor in almost all positions at the sensor, and thus if necessary select positions which are particularly protected, for example by their internal arrangement.

In another preferred embodiment, it is conceivable that the printed magnetic field and / or the necking strip are arranged in a region which extends beyond the region to be measured. The term "printed magnetic field" is not to be understood in a limiting sense, and includes magnetic fields which are produced in any desired manner. The area of the actuator to be measured relates to an area in which measurements can be made by means of the sensor. Thus, the sensor or the printed magnetic field or the necking strip, and therefore the corresponding part of the sensor, can extend over an area larger than the measured area of the actuator, which has been detected or measured by the sensor. . This makes it particularly easy to ensure precise measurements in the area to be measured.

It is conceivable that a plurality of sensors is arranged in the charging path or outside the charging path of the actuator.

In the case of an arrangement outside the load path, there is the advantage that no compensation of the measured values is necessary to compensate for the deformations occurring due to the load transmission. The control or regulation of the actuator can be carried out in a simplified manner.

In another preferred embodiment, it is also conceivable that the device is at least one elevator, a fin, a rudder, a spoiler, a main rotor adjustment or a tail rotor adjustment.

In another preferred embodiment, it is conceivable that the actuator is an actuator for actuating, steering or locking the landing gear and / or that the actuator is an actuator for engineering applications. traffic.

It can also be provided that a primary component of the sensor is arranged on a piston rod and / or a rotary shaft and / or on a first part of the actuator housing and / or that a second component of the sensor is arranged on a second part of the actuator, or vice versa. The main component can, for example, be a pickup device or a component for measuring a magnetic field or for detecting the change of a magnetic field, while the secondary component can be a magnetic field impression and / or a tape. striction mentioned above. The term "housing part" should also be interpreted broadly and can include any element of the actuator, which is stationary unlike a piston rod or the rotation shaft. In one embodiment in the form of a cylindrical piston device, in which the cylinder is established at least partially with respect to the aircraft, the cylinder of the device can for example be the corresponding housing part.

In another preferred embodiment, it is conceivable that the sensor comprises a plurality of necking bands arranged in particular parallel to each other, and / or that two or more sensors are arranged in different or identical inertial systems from the actuator.

In the present case, the expression "inertial systems" refers to systems or sections of the actuator which are movable relative to one another, in particular during normal operation of the actuator. With a greater number of necking bands, it is possible to refine the resolution of the sensor. Further details are available in the description of the figures.

In another preferred embodiment, it is conceivable that the actuator is an EHSA, an EHA, an EBHA or an EMA.

The invention further relates to an aircraft, in particular an aircraft, having at least one actuator.

The invention also relates to a corresponding method of actuating the actuator, implemented with at least one sensor operating without contact arranged in the charging path of the actuator, and at least one sensor arranged outside the charging path. of the actuator. The process includes the step:

temperature compensation by means of the sensor arranged outside the charging path.

Other details and advantages of the invention will appear from the embodiments shown by way of example in the figures, in which:

FIG. 1 represents a necking band in an EHSA in the push rod for a position measurement;

Figure 2 shows a neck band in a rotating EMA;

FIG. 3 represents a sensor arrangement for a temperature compensated force measurement;

Figure 4 illustrates a phase shift of a necking motion modulation;

FIG. 5 represents necking bands for a combined measurement of position and force;

FIG. 6 illustrates a combined measurement of angle of torsion and moment of torsion;

FIG. 7 illustrates a measurement of the load, the play and / or the rigidity on a linear EMA;

FIG. 8 illustrates a clearance measurement in a rotary EMA;

Figures 9.1 to 9.3 illustrate different pressure measurements or load measurements on a hydraulic load cylinder;

FIG. 10 is a partial view of an aircraft according to the invention.

Depending on the precision to be achieved, the desired resolution of the sensor measurement is obtained, for example, by using multiple necking bands or magnetic components. These bands can have different modulations and give a clear position signal over the entire stroke of the actuator. The start and end of the modulation can be placed outside the area to be measured for this purpose.

In particular, in a linear position measurement, the length of the main sensor can change under load, which may require load compensation. This load compensation can be carried out by selecting from three different methods:

1. Recalculation of the change in period of the necking modulation using the current position signals of several necking bands with known period relationships.

2. Time measurement of an individual necking period with rapid movement over a known run.

3. If available, using the load signal and the modulus of elasticity or shear of the material, a combined measure of load and position, details of which are given below.

The necking bands expand not only with the filler, but also with the temperature of the support material. The basis of temperature compensation is comparable to the DMS principle bridge circuit and / or can be performed by a reference measurement outside the load path (see with temperature compensation via force measurement according to Figure 3 ). This only covers the expansion of the components due to the temperature fluctuation.

If primary and secondary sensors are placed in different inertial systems (for example, one on the housing, another on the piston rod or on the rotary shaft), the measurement, for example, results in high speeds and low carrier frequencies and a Doppler effect in signal acquisition. From the running speed, wavelengths and frequencies, it is possible to easily calculate the necessary compensation:

λβ ⁼ As v _s / f ₈ with λ _Β Wavelength measured at the secondary sensor

À _s Wavelength of the necking modulation at the main sensor v _s Stroke speed of the push rod f _s Effective carrier frequency at the primary sensor

If a reference sensor is used and the respective main and secondary components of the measurement and reference sensors are placed in the same inertial system (see Figure 3), this conversion is unnecessary.

With a conventional EHSA, the position sensor can be placed on or in the push rod or the cylinder housing independently of the load. In this case, there may be a linear encoding of the main sensor.

A measurement of the running speed can also be carried out. In the case of the rotary arrangement, the position measurement is located in the load path and must be compensated. In this case, rotary encoding of the main sensor can take place.

In load measurement, two types of load are distinguished: force and torque.

For force measurement on particularly linear actuators (EHSA, EHA, EBHA, linear EMA), the force sensor can be placed independently of the position on or in the cylinder housing or on or in the push rod. of embodiment 1 (see FIG. 3) is preferred since the sensor itself is not moved, thus avoiding the additional risk of potential deterioration (for example, cable break due to fatigue) or interference due to movement sensor components. For the embodiments with two sensors in different inertial systems on the mobile push rod, the following is involved in the evaluation:

1. the variable signal phase (see FIG. 4) by the selective use of a position signal or of several necking bands, as well as

2. the Doppler effect mentioned above on the signal period detected in consideration.

When measuring load and position in combination, or in particular measuring force and travel, measurement of position can be made more flexible by using load assessment. On the one hand, the position can always be implemented outside the load path, and on the other hand implemented in combination with the measurement of the load. In this case, a modulation period for load compensation can be selected and / or temperature compensation can be performed separately.

A clearance measurement can be made after a change of direction of charge by comparing the entry and exit positions after reaching a second state of no-charge. If no complete no-load state is available, the extension generated according to the stiffness and the load can be subtracted from the position difference to obtain better accuracy.

A stiffness measurement can be performed in a similar way to the clearance measurement by comparing the input and output positions, but with different loads and a constant load direction. As a variant, the rigidity can also be evaluated in the event of a change in load direction occurring after deduction of the play.

A force measurement can be made by differentiating between individual chamber pressure measurements. The respective chamber pressure measurements are made on the basis of the elastic circumferential extension of two independent magnetic neck fields, as shown in Figure 9.1.

A force measurement can alternatively or additionally be carried out by determining the difference in chamber pressure, so that the difference in chamber pressure is detected as a function of the elastic circumferential expansion of a magnetic necking field occurring on the entire length of the cylinder. The necking field or the magnetic components may extend correspondingly over the entire length of the actuator or actuator or over a substantial part of the longitudinal side of the actuator or the longitudinal side of the actuator. This is illustrated in Figure 9.2.

A force measurement can also be performed by determining the difference in chamber pressure, so that chamber pressure measurements based on the elastic circumferential expansion of a magnetic neck rim occur on the pressure chamber end walls . By using a secondary sensor on each cylinder chamber, the relative extension difference between the chambers can be determined. This is illustrated in Figure 9.3.

A possible application for the actuator may include physical actuation systems comprising actuators of the following devices:

flight control, such as a elevator, aileron, rudder, taxiing spoiler, ground spoiler, main rotor adjustment or tail rotor adjustment.

Thanks to the present invention, a possible contactless detection of positions, forces and / or couples, in a much more precise, simpler and wear-free manner of the relevant signals is used or generated for

at. condition monitoring (health monitoring)

b. force monitoring for structural protection (limitation / deactivation)

vs. avoidance / reduction of power conflicts (force compensation) of electromechanical actuators in their environment (structure) in the particular use within the main flight control.

Position, force and / or torque information are relevant signals for carrying out a simple and robust condition monitoring. In particular, estimating wear and recording fatigue stresses requires reliable load recording.

In particular, the force and / or torque information is used as a stop or limitation function for actuators, as it is used in the applications mentioned. As a result, possible damage to the actuators and / or the aircraft structure can be monitored, detected and avoided.

In the case of several actuators active on a control surface (see FIG. 10), precise information of the forces and moments on the actuators or on the structure is a fundamental prerequisite for reliable and rapid compensation of the force. Ideally, actuators and structural parts can be optimized in terms of weight and size due to lower force flows.

Using the new sensor principle and possibly the reliable manufacturing process (eg high precision magnetic field printing), new sensors and / or actuator components or actuators can be generated, processed and / or used. Due to the contactless and therefore wear-free transmission of signals, the conduit system (main, secondary wiring) in the center of the device can be avoided, or the actuator can be integrated. In addition, the new possibilities for integrating sensors into equipment allow them to be optimally protected against severe environmental influences specific to aviation (sand, dust, icing, electromagnetic interference). These new sensor signals or sensor components that are non-contact, wear-free and therefore require little maintenance, are a basic condition for:

A) increase the service life of the electromechanical actuators in the main and / or secondary flight control;

B) be able to supply new highly integrated sensors (no need for LRU, sensor access and interchangeability);

C) provide high precision sensor signals (force, torque and position) protected from environmental influences (sand, dust, icing, electromagnetic interference), control circuits and algorithms, and be able to evaluate from them;

D) allow a 2 in 1 combination and therefore possibly be able to save an additional independent sensor (the sensor can be designed to produce a combination of signals (2 in 1) of force, torque and / or position information);

E) ensure reliable and robust control of the actuator;

F) ensure reliable and robust health monitoring.

In order to use and offer robust health monitoring (HM), verified algorithms and long-term stable sensor signals are required. The precision and robustness of the HM algorithms depend directly on the sensors used and their mounting position. The new contactless, low-wear and high-precision detection according to the invention based on signal quantities relevant from a regulatory point of view, such as force, torque and position, make a monitoring concept possible. reliable and robust health.

The contactless transmission allows new sensor mounting positions (high integration). On the one hand, the new installation options increase the precision and quality of the sensor signals (for example, full positioning and force detection in the force path), and thus also allow new technical applications. Due to the strong integration of contactless signal acquisition, the sensors are protected in particular against environmental influences such as dust, dirt, ice and electromagnetic radiation. Due to the high integration and the resulting indirect protection of the sensors, the electronic protection circuits of the sensor can be minimized and therefore miniaturized.

Another innovation is the combination of sensor signals. The new contactless sensors notably allow a 3-in-1 combination (for example, torque, position and speed). The new possibility offered by the 3 in 1 combination supports efforts to further improve the reliability and availability of actuators. Likewise, this leads to an optimization of price, weight and volume.

FIG. 1 shows an exemplary embodiment of an actuator according to the invention for actuating a device of an aircraft, in particular an airplane, so that an embodiment is shown, in which the sensor is arranged in a push rod or in a push rod of a piston-cylinder device. The sensor can be provided independently of the load in an area of the push rod, which is not used for the transmission of force between the push rod and the cylinder housing. A magnetic component or a necking band of the sensor can be designed to be movable together with the push rod. The magnetic component or the necking strip further comprises, in the exemplary embodiment of Figure 1, five linear sections which can be arranged in particular parallel to each other. The linear sections have sub-sections comprising South poles and North poles arranged side by side in an alternating fashion. FIG. 2 also shows an embodiment which is provided for the magnetic component or the necking band on a rotary EMA. FIG. 5 shows embodiments of the invention, in which necking bands, for a combined measurement of position and force, are arranged in particular in the circumferential direction of the actuator produced for example in the form of a cylinder-piston device. FIG. 6 shows an embodiment in which a main sensor is arranged in the circumferential direction of an actuator designed in the form of a rotary actuator. Thus, the sensor can be used for the combined determination of a twist angle and a moment. Figures 7 and 8 show embodiments of the invention which are configured for clearance measurement on a linear or rotary EMA. A main sensor can also be arranged in the circumferential direction of the actuator.

The electronics necessary to balance the signals delivered by the sensor can be arranged on the actuator and / or on a separate computer. The device can be used to determine limit values and / or trend curves, from which information on the state of health or the state of wear of the actuator can be obtained.

5 In this case, the positions or influences of force and / or delta positions can be measured in or outside the actuator load path. The load measurement can preferably be implemented by a torque measurement, and in particular by a magneto-resistive measurement.

Claims (15)

1. Actuator for actuating a device of an aircraft, in particular an airplane, with at least one sensor operating without contact, characterized in that the sensor is 5 arranged in the actuator charging path, and in that at least two sensors operating without contact are provided, one of which is arranged outside the charging path. 2. Actuator according to claim 1, characterized in that a control / regulation device is provided, which is configured for condition monitoring, force monitoring for structural protection and / or for avoiding / reducing conflicts of forces by means of at least one sensor. 3. Actuator according to any one of the preceding claims, characterized in that the at least one sensor is configured to carry out magnetoresistive measurements. 4. Actuator according to claim 2, characterized in that the command / regulation device is configured to carry out measurements and / or deduce the 20 physical variables of load, torque, position and / or speed of the actuator and / or to access the physical variables of load, torque, position and / or speed of the actuator. 5. Actuator according to any one of the preceding claims, characterized in that the sensor is arranged outside the charging path for temperature compensation. 6. Actuator according to any one of the preceding claims, characterized in that the sensor is at least partially incorporated into the actuator by means of a 30 printing of high precision magnetic field and / or is carried out in the form of at least one necking band. 7. Actuator according to claim 6, characterized in that the printed magnetic field and / or the necking strip are arranged in an area which extends beyond the area to be measured. 8. Actuator according to any one of the preceding claims, characterized in that the device is at least one elevator, a fin, a rudder, a rolling spoiler, a ground spoiler, a main rotor adjustment or tail rotor adjustment. 9. Actuator according to any one of the preceding claims, characterized in that the actuator is an actuator for actuation, guidance or locking of the landing gear. 10. Actuator according to any one of the preceding claims, characterized in that the actuator is an actuator for traffic engineering applications. 11. Actuator according to any one of the preceding claims, characterized in that a main component of the sensor is arranged on a piston rod and / or a rotary shaft and / or on a first part of the actuator housing, and / or in that a second component of the sensor is arranged on a second part of the actuator housing, or vice versa. 12. An actuator according to any one of the preceding claims, characterized in that the sensor comprises a plurality of necking bands, arranged in particular in parallel, and / or in that two or more sensors are arranged in different inertial systems or identical to the actuator. 13. Actuator according to any one of the preceding claims, characterized in that the actuator is an EHSA, EHA, EBHA or an EMA. 14. Aircraft, in particular airplane, having at least one actuator according to any one of claims 1 to 13. 15. Method for actuating the actuator according to any one of claims 1 to 13, comprising at least one sensor operating without contact arranged in the charging path of the actuator and at least one sensor disposed outside the actuator charging path, including: temperature compensation by means of the sensor arranged outside the charging path. 1/6