WO2022254162A1 - Système de commande de compensateur de vol pour aéronef à retour haptique - Google Patents
Système de commande de compensateur de vol pour aéronef à retour haptique Download PDFInfo
- Publication number
- WO2022254162A1 WO2022254162A1 PCT/FR2022/051063 FR2022051063W WO2022254162A1 WO 2022254162 A1 WO2022254162 A1 WO 2022254162A1 FR 2022051063 W FR2022051063 W FR 2022051063W WO 2022254162 A1 WO2022254162 A1 WO 2022254162A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- control system
- motor
- output shaft
- reducer
- flight
- Prior art date
Links
- 239000003638 chemical reducing agent Substances 0.000 claims description 16
- 239000012530 fluid Substances 0.000 claims description 7
- 230000002427 irreversible effect Effects 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 2
- 230000002441 reversible effect Effects 0.000 claims description 2
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 8
- 230000000694 effects Effects 0.000 description 5
- 238000005259 measurement Methods 0.000 description 3
- 238000013016 damping Methods 0.000 description 2
- BCCGKQFZUUQSEX-WBPXWQEISA-N (2r,3r)-2,3-dihydroxybutanedioic acid;3,4-dimethyl-2-phenylmorpholine Chemical compound OC(=O)[C@H](O)[C@@H](O)C(O)=O.OC(=O)[C@H](O)[C@@H](O)C(O)=O.O1CCN(C)C(C)C1C1=CC=CC=C1 BCCGKQFZUUQSEX-WBPXWQEISA-N 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000015556 catabolic process Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/24—Transmitting means
- B64C13/38—Transmitting means with power amplification
- B64C13/50—Transmitting means with power amplification using electrical energy
- B64C13/507—Transmitting means with power amplification using electrical energy with artificial feel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
- B64C27/56—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement characterised by the control initiating means, e.g. manually actuated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
- B64C27/58—Transmitting means, e.g. interrelated with initiating means or means acting on blades
- B64C27/68—Transmitting means, e.g. interrelated with initiating means or means acting on blades using electrical energy, e.g. having electrical power amplification
Definitions
- the present invention relates to flight control systems for aircraft and relates more particularly to the control of a flight trim tab for aircraft, in particular for helicopters.
- the trim tabs or TRIM have the particular function of compensating for various disturbances likely to have an influence on the flight parameters of the aircraft, without the pilot having to act on the flight controls.
- TRIM actuators typically return to the pilot a resistive effort on the flight controls in the form of haptic feedback. This effort is generally generated by a spring, a short-circuited electric motor, mechanical friction and is therefore essentially passive.
- the haptic feedback applied to the flight controls by the TRIM actuators is therefore constant and corresponds to a level of resistive torque fixed at the design.
- spring TRIM actuators require a specific architecture for each flight control, in particular specific to roll, yaw, pitch, ...
- TRIM actuators of this type firstly require high-capacity electric motors, which generate high electrical consumption and have a very large mass.
- the control electronics must also be very efficient. It has also been proposed to use an electric motor directly connected to the flight control and having a high and continuous rotation speed, and to use an actuator comprising a magnetorheological brake which provides controlled haptic feedback.
- This type of actuator also has a certain number of major drawbacks relating to the high electrical consumption of the motor, the operating noise, the high wear of the actuator and the use of complex control electronics and therefore expensive.
- the object of the invention is therefore to overcome these various drawbacks and to propose a flight trim control system which is capable of providing a haptic feedback which is variable.
- the invention therefore relates to an aircraft flight trim control system comprising a motor and a variable friction actuator coupled to the motor and to an output shaft.
- the actuator includes a variable friction torque magnetic clutch linked to the output shaft.
- This control system further comprises a reduction gear placed between the motor and the actuator. Thanks to the reduction gear, it is possible to use a motor with lower power, in particular a relatively low torque, and requiring less complex control electronics.
- variable friction torque clutch makes it possible to modify the haptic feedback provided to the pilot, for example by modifying the stiffness of the control or by creating virtual stops.
- the variable friction torque clutch comprises two discs, one linked to the motor and the other to the output shaft, a magnetorheological fluid in contact with the discs and a source of magnetic field acting on the magnetorheological fluid to vary the friction torque between the discs.
- the control system comprises an angular position sensor for the output shaft.
- the detection means comprise a relative position sensor between two shaft portions connected with play.
- the reducer is an irreversible reducer.
- control system further comprises a magnetorheological brake interposed between the magnetic clutch and the motor, the reducer being a reversible reducer.
- the invention also relates to a helicopter comprising a trim control system as defined above.
- FIG 1 schematically illustrates the general structure of a flight control trim control system according to the invention.
- FIG 2 schematically illustrates the structure of a control system of a flight trim according to another embodiment.
- FIG. 1 there is shown the general architecture of a TRIM control system for a helicopter according to the invention, designated by the general reference numeral 1.
- This control system is intended to provide haptic feedback to the pilot which is modifiable under the effect of a command applied to it, in particular during the flight of the machine, and which has a relatively low consumption and mass.
- This control system comprises a geared motor 2 comprising a motor 3 associated with a motor position sensor 4 to allow the control of the motor and a reduction gear 5.
- the motor 3 is a low torque, high rotational speed motor, for example of the order of 5 degrees per second, the reduction gear being a reducer with a high reduction ratio, for example of the order of 50.
- the control system 1 further comprises a variable friction actuator 6 coupled to a motor shaft 7, at the output of the reducer, and linked to the output shaft 8 of the control system which acts on a flight control instrument, such as than a stick or a rudder, via a steering wheel 9.
- a variable friction actuator 6 coupled to a motor shaft 7, at the output of the reducer, and linked to the output shaft 8 of the control system which acts on a flight control instrument, such as than a stick or a rudder, via a steering wheel 9.
- control system comprises a first angular position sensor 10 ensuring the measurement of the angular position of the output shaft 8 with respect to a fixed point, constituted for example by the frame of the control system.
- the line of shafts of the output shaft comprises two shaft portions interconnected with play allowing an angular displacement for example of the order of 0.1° and with a small actuation stiffness.
- the control system then comprises a second angular position sensor 12 measuring the relative angular position between the two shaft portions in the clearance zone 13 to detect changes in direction of the force applied. by the pilot on the flight control instrument.
- the control system is completed by an electronic card (not shown), receiving the angular position measurements delivered by the first position sensor 10 and by the second position sensor 12 and receiving the position measurement from the motor position sensor 4 to control the motor as well as the variable friction actuator 6.
- the variable friction actuator 6 is constituted, in the example embodiment illustrated in FIG. 1, by a magnetic clutch with variable friction torque which is interposed between the output shaft of the reducer 5 and the output shaft of the control system linked to the flywheel 9.
- this clutch comprises two discs 14 and 15 linked one to the motor shaft 7 and the other to the output shaft 8 and a magnetorheological fluid 16 locally filling the space between the two discs 14 and 15 so as to be in contact with these discs, a source of magnetic field, for example a coil supplied under the control of the electronic card, delivering a magnetic field acting on the magnetorheological fluid in the zone located between the two discs so as to vary its viscosity and consequently the friction torque between the two discs.
- a source of magnetic field for example a coil supplied under the control of the electronic card
- the control system which has just been written can modify the force or the damping applied to the flight control instrument, in particular by acting on the speed of rotation of the engine and on the friction torque provided by the clutch, in particular depending on the flight phases of the helicopter.
- This control system also makes it possible to provide piloting assistance by providing an active effort making it possible to reposition the control instrument in its initial position.
- the magnetic clutch is placed as close as possible to the output and therefore makes it possible to smooth out and erase all the effects of the drive.
- the control system takes advantage of a safety effect in the event of blocking of gearmotor 2, due to the possible slipping of the clutch to give control back to the pilot.
- control system just described operates as follows.
- control system can be used to deliver a variable force according to an increasing law of force.
- This mode of operation ensures responsiveness and secures the on-board equipment in the event of a breakdown.
- the electric motor which was rotating in the opposite direction to that of the output shaft 8, brings the stick back to its initial position. If the pilot brings the stick back to zero at low speed, that is to say at a speed lower than the rotational speed of the engine during the first phase, the second position sensor 12 detects that no change in direction of the effort provided by the pilot did not intervene.
- the electric motor then brings the stick back to zero.
- the second position sensor 12 detects the change in direction of the effort provided by the pilot and the electric motor is accelerated until the position sensor again detects a change in the direction of the effort, the speed of rotation of the motor, greater than the speed of actuation of the control instrument allowing to catch up the play which initially existed. Then, the electric motor brings the stick back to zero.
- the reducer 5 is an irreversible reducer, so that the forces applied to the control instrument are not passed up by the reducer to the motor.
- the friction actuator 6 comprises a magnetic clutch 17, similar to the magnetic clutch described previously with reference to FIG. 1 and a magnetorheological brake 18 comprising for example a disc in contact with a rheological fluid whose viscosity and therefore the friction force is modified under the effect of a magnetic field.
- the reducer is not necessarily irreversible, the friction torque applied to the flywheel 9 consisting of the sum of the effects of the friction provided by the clutch 17 and by the brake 18.
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Mechanical Control Devices (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP22735207.7A EP4347396A1 (fr) | 2021-06-04 | 2022-06-03 | Système de commande de compensateur de vol pour aéronef à retour haptique |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR2105919A FR3123630A1 (fr) | 2021-06-04 | 2021-06-04 | Système de commande de compensateur de vol pour aéronef à retour haptique |
FRFR2105919 | 2021-06-04 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2022254162A1 true WO2022254162A1 (fr) | 2022-12-08 |
Family
ID=76920948
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2022/051063 WO2022254162A1 (fr) | 2021-06-04 | 2022-06-03 | Système de commande de compensateur de vol pour aéronef à retour haptique |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP4347396A1 (fr) |
FR (1) | FR3123630A1 (fr) |
WO (1) | WO2022254162A1 (fr) |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2736518A (en) * | 1952-07-29 | 1956-02-28 | Northrop Aircraft Inc | Aircraft trim and artificial feel system |
GB763506A (en) * | 1953-06-30 | 1956-12-12 | Bendix Aviat Corp | Monitoring apparatus for automatic pilot systems |
US7044024B1 (en) * | 2003-05-12 | 2006-05-16 | Trutrak Flight Systems, Inc. | Apparatus and method for servo control of an aircraft |
US20160221674A1 (en) * | 2015-01-30 | 2016-08-04 | Bell Helicopter Textron Inc. | Magnetorheological Actuator With Torsional Spring |
-
2021
- 2021-06-04 FR FR2105919A patent/FR3123630A1/fr active Pending
-
2022
- 2022-06-03 EP EP22735207.7A patent/EP4347396A1/fr active Pending
- 2022-06-03 WO PCT/FR2022/051063 patent/WO2022254162A1/fr active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2736518A (en) * | 1952-07-29 | 1956-02-28 | Northrop Aircraft Inc | Aircraft trim and artificial feel system |
GB763506A (en) * | 1953-06-30 | 1956-12-12 | Bendix Aviat Corp | Monitoring apparatus for automatic pilot systems |
US7044024B1 (en) * | 2003-05-12 | 2006-05-16 | Trutrak Flight Systems, Inc. | Apparatus and method for servo control of an aircraft |
US20160221674A1 (en) * | 2015-01-30 | 2016-08-04 | Bell Helicopter Textron Inc. | Magnetorheological Actuator With Torsional Spring |
Also Published As
Publication number | Publication date |
---|---|
FR3123630A1 (fr) | 2022-12-09 |
EP4347396A1 (fr) | 2024-04-10 |
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