• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    The invention relates to a method and a device for controlling a synchronous motor (8) driving a lever (2) for maneuvering against a friction brake (3), comprising a position sensor (9) ( 0) of the lever, and a control computer (6) comprising: - a first regulator (63) defining a nominal control voltage (U *), as a function of a difference (Δω) between the speed of rotation (ω_feedback) the engine and a set speed (ω_cmd); a second regulator (67) determining saturation limits (-Usat; + Usat) of the nominal control voltage as a function of an instantaneous torque (T) supplied by the motor; a saturator (64) providing a limited control voltage (U_cmd) from the nominal control voltage (U *) and saturation limits (-Usat; + Usat); a converter (68) supplying each winding of the motor (8) with an alternating voltage signal (U_alim) produced from the limited control voltage (U_cmd) as a function of the angular position (0) of the motor.
    公开号:FR3016488A1
    申请号:FR1450275
    申请日:2014-01-14
    公开日:2015-07-17
    发明作者:Cedric Antraygue
    申请人:Ratier Figeac SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to a method and a device for controlling a lever for maneuvering a vehicle, in particular an aircraft throttle lever, pivoting around it. of an axis and whose angular position determines a control applied to at least one flight control or vehicle propulsion means. In particular, the invention relates to a method and a control device of an operating lever adapted to be controlled simultaneously by an autopilot system and a human pilot.
    [0002] In modern vehicles, and especially in aircraft, the steering of the vehicle uses many levers, levers and other controls that can be submitted sometimes to a manual control operated by a human driver, sometimes to an automatic control developed by an autopilot system and sometimes both simultaneously.
    [0003] For example, an aircraft throttle lever generally consists of a lever pivoting about an axis in a sagittal plane of the aircraft, between an extreme angular position in which the lever is oriented towards the rear of the aircraft. apparatus, a position corresponding to a minimum of engine thrust and an opposite extreme angular position corresponding to the maximum thrust. Of course, other movements, for example translation, translation curve, etc ... are possible, depending on the installed kinematic chain. In an aircraft equipped with an autopilot system, engine thrust can be controlled by this system according to a preset schedule. However, in order to give the pilot information on the thrust required by the autopilot system, it is common to equip the lever with an electric motor driving a suitable kinematic chain to move the lever between its extreme positions to reflect the position corresponding to the requested thrust. Such a device is called "auto throttle" by analogy with the Anglo-Saxon term "auto throttle".
    [0004] On the other hand, when the autopilot system is deactivated, the pilot can manipulate the operating lever so as to define the appropriate thrust in the current phase of flight. In the case of aircraft equipped with electrical controls (fly-by-wire), it is necessary to add a friction brake to the operating lever to provide the pilot with a sensation of similar resistant force to that caused by the friction of the linkage of the mechanical levers and / or cables previously used, but in certain emergency cases, the pilot is required to manipulate the throttle without having deactivated the autopilot system and may find a situation in which he must exert an excessive effort on the lever to overcome the control exerted by the electric motor acting on the lever.It is therefore necessary to provide a limitation of the effort required for the pilot to take control of the autopilot system, for example US Pat. No. 5,613,652 discloses an aircraft throttle operated in rotation by a servomotor comma Ndé by a closed-loop control on the position of the lever. The servomotor is connected to the lever of the throttle lever by means of a friction clutch so as to allow the throttle to be taken back in hand by the pilot without the latter having to exert an excessive force to counter the control of the servomotor. The force required to overcome the control of the servomotor is thus limited to the resistance opposed by the friction of the clutch. However, there are some cases in which it is preferable for the electric motor to be directly connected to the lever, for example in order to prevent the position measurement of the motor and the lever from being discordant because of the sliding of the clutch or programming notches or active hard points to allow a tactile position feedback to the driver. In particular, in the case of a throttle lever whose movement is relatively slow, it is common to use a synchronous type electric motor, preferably with permanent magnets which provides excellent mass power, has a better performance than the DC motor, and does not use brushes thus avoiding wearing parts.
    [0005] A synchronous motor comprises from the mechanical point of view, a fixed part, the stator and a part movable in rotation about an axis, the rotor. The synchronous motor also comprises, from the electrical point of view, an inductor which generates the magnetic field for the operation of the motor and an armature 5 which, traversed by a current, generates the torque and thus the rotation of the motor. The inductor can be realized with permanent magnets (case of the synchronous motor with permanent magnets) or by a (of) coil (s) traversed (s) by a direct current. In addition, the inductor or the armature may be alternately fixed or movable, that is to say stator or rotor. In the present text, by way of example and for the sake of simplicity, a synchronous motor with permanent magnets is used, the inductor constituted by magnets forming the rotor and the armature comprising windings forming the stator. Therefore, the inductor does not include windings, it should understand "winding of the motor armature" when speaking, for simplicity, "motor winding". It is possible, however, to use any other variant, such as a wound inductor rotor and a stator armature, etc. These synchronous motors, however, require more complex control than that of the DC motor, obtained by the implementation of electronic means. More generally, a motor assembly comprises the motor itself, with a stator forming the armature, preferably wound in three-phase (one winding per phase) and an inductor rotor, preferably with permanent magnets, a converter or inverter feeding, at from direct current, each of the windings of the stator, and a position sensor informing a control computer on the position of the motor. Several motor control modes can be used, such as the so-called six-state simple control in which each of the motor windings is powered according to the angular position of the motor by voltage pulses: 120 ° constant positive voltage , zero voltage on 60 °, negative constant voltage on the next 120 ° and zero voltage on the last 60 ° for one of the windings, the supply of the other two windings deduced by a phase shift of 120 °.
    [0006] Another control mode, called scalar control, consists in supplying each winding with a sinusoidal alternating voltage for example generated by an inverter as a function of the position of the motor. However, the preferred mode of control of this type of motor remains the so-called "vector control" in which a control computer comprises a vector control part of the inverter, defining the frequency and the amplitude of the power supply of the windings of the inverter. stator from the motor position and control values of a first voltage, said forward voltage Vd, and a second voltage, said quadratic voltage Vq, employing mathematical transformations known as PARK transforms and from CONCORDIA. These transformations are implemented in a first vector transformer block which transforms the two values of forward and quadratic voltage into inverter commands and in a second inverse vector transformer block which, from the commands applied by the inverter, provides a value a first current, said direct current Id, and a second current, said quadratic current Iq. Whatever the control mode of the motor, the control computer also comprises a control parameter determination part, for example the slot voltage for the six-state control or the direct and quadratic voltages for the vector control from operating instructions of the engine, such as its position or speed of rotation or its torque. Conventionally, a method of speed regulation of a permanent magnet synchronous motor comprises a first closed control loop receiving a motor rotation speed setpoint, a comparator of this setpoint with a measurement of the rotation speed of the motor, by example by deriving the position information of the engine with respect to time, and a regulator adapted to derive a torque of the motor setpoint from the speed error. The regulation comprises a second nested closed regulation loop in which the setpoint torque is compared with a measurement or an estimation of the instantaneous torque supplied by the motor, and the torque error is transformed by a second regulator into a control value of 1. at least one of the engine control parameters. Usually, the estimation of the instantaneous torque supplied by the motor is made from the measurement of the current consumed by it, for example by measuring the average current consumed by the switching device or the inverter. The inventors have found, however, that such a method has disadvantages when it comes to controlling the movement of an operating lever of a throttle lever for example. Indeed, in the case of a lever connected to a friction brake, the engine load is almost constant, regardless of the speed of movement of the lever (and thus the speed of rotation of the engine). As a result, the conventional motor speed control method is not very robust and has a large dispersion, the current being substantially constant over the entire range of movement speed of the lever. The invention therefore aims to provide a control method of an operating lever which does not have the disadvantages of the prior art methods. The invention also aims to provide such a method that allows the pilot to take control of the operating lever without the latter having to exert a major effort, and more precisely so that the return effort is adjustable. , even when the lever is directly connected to the motor. The invention also aims at enabling the realization of such a method from simple regulators to be implemented, for example regulators of the proportional and integral type. Note that throughout the text, the terms "proportional and integral regulator" or "PI regulator" are used to designate a control block of an output variable according to an input variable having a action at least partly integral. These terms therefore cover conventional proportional and integral proportional regulators, but also regulators RST and any other form of regulation taking into account not only the present state of the input variable but also, even partially, its state or states. (s) passed. The invention also relates to a control device of an operating lever for carrying out the method according to the invention.
    [0007] To do this, the invention relates to a method for controlling a drive motor of an operating lever, in particular an aircraft throttle lever, in which the operating lever is driven by a synchronous motor to against a friction brake, at a speed, called set speed, determined by an automatic control system, said control method comprising the following steps: - measuring the angular position of the engine; determining a rotational speed of said motor; determining a voltage value, called the nominal control voltage, for supplying each winding of the motor in closed loop as a function of the speed of rotation of the motor; - evaluating a value of an instantaneous torque supplied by the motor and comparing said value with a predetermined maximum torque value; determination of limit values, called saturation limits, of the nominal control voltage as a function of the comparison of said torque values to obtain a limited control voltage; supplying each winding of the motor with an AC voltage signal produced from the limited control voltage according to a predetermined sequence as a function of the angular position of the motor. In this control method, an automatic control system, for example that of an aircraft, determines a thrust of the thrusters required for the flight phase during execution and deduces a desired position of the lever of the throttle lever. , then a speed of movement of this lever to go from the current position to the desired position. This speed is, if necessary, converted into a speed of rotation of the electric motor as a function of the kinematic chain installed between the motor and the lever, and then supplied as a reference speed at the input of the control method according to the invention. . Note that the determination of the speed of rotation of the motor can be, preferably, performed by calculation, for example by derivation as a function of time of the position measurement of the motor or directly by a measurement of this speed by a suitable sensor (tachometric dynamo for example). The inventors noticed that, surprisingly, by directly regulating the voltage as a function of the speed difference between the rotational speed (measured or estimated) of the motor and the target speed, without going through a nested loop regulating the current or torque, control of the drive of the operating lever was greatly simplified and did not suffer from inaccuracies related to the fact that the current is substantially invariant when the torque requested to the engine is exerted against a brake to friction. In addition, the control method uses only a single closed loop, without interleaved loop, for speed control. Furthermore, in this loop, the controller calculating the voltage command as a function of the speed difference is a simple regulator, for example a proportional and integral type regulator or an RST type regulator or any type of regulator having a action at least partly integral. However, if the speed regulation is simplified, the absence of closed loop on the current has the disadvantage of not limiting the engine torque in some cases, and in particular in the case of recovery of the lever by the driver against the instructions transmitted by the autopilot system. Therefore, the method according to the invention provides a limitation of the instantaneous torque supplied by the motor to a predetermined maximum torque value corresponding to the maximum allowable torque value that the driver can accept when providing a recovery in hand. of the lever. For this, it is estimated the value of the instantaneous torque exerted or felt by the pilot, for example by evaluating or measuring a value of the current consumed by the engine or by directly measuring this torque by means of appropriate sensors connected to the lever and introduced an additional step of limiting the value of the voltage control provided by the controller of the main control loop before applying this control limited to the supply of each motor winding. Advantageously and according to the invention, the value of the instantaneous torque supplied by the motor is evaluated from a current value measured in at least one of the windings of the motor. Although the value of the current consumed by the engine is not a very accurate measurement of the torque delivered by it, it is sufficient during large torque variations as may occur when the lever is taken over by the operator. pilot. The measurement of the current can be carried out in one or more windings of the motor, or by the current absorbed by the converter supplying the motor or by any other equivalent means. Alternatively or in combination, and according to the invention, the value of the instantaneous torque supplied by the motor is evaluated from a torque value provided by a torque sensor linked to the operating lever. It is of course possible to replace or supplement the evaluation of the engine torque by the current consumed by installing a torque sensor on the motor shaft so as to obtain direct torque information. The sensor can be made in any suitable manner, for example by installing a strain gauge at a known distance from the axis of the lever. Advantageously and according to the invention, a brushless DC three-phase motor is selected and the supply of each winding of the motor is effected by slots of a voltage equal to the limited control voltage according to a so-called six-phase sequence. states. The method according to the invention can be applied in its generality to many types of motors and control thereof. It can thus be applied to a brushless DC motor driven by a converter supplying each winding in a sequence of positive or negative voltage slots depending on the position of the motor. Advantageously and according to the invention, a three-phase synchronous motor is chosen, in particular with permanent magnets, and the power supply for each winding is performed with a sinusoidal voltage whose maximum value is equal to the limited control voltage. By supplying the motor with an inverter providing a sinusoidal voltage at each winding depending on the position of the motor, it is possible to control the torque by limiting the maximum voltage or peak voltage of the sinusoidal signal. Advantageously and according to the invention, the motor is driven according to a vector control in which a first voltage called direct voltage and a second voltage, called quadratic voltage, are defined, characterized in that the nominal control voltage is applied as a quadratic voltage. in the closed loop depending on the rotational speed of the motor. The use of a vector control is a preferred mode of implementation of the method because it allows in particular a better control of the torque at low rotational speed. In addition, the existence of electronic circuits for realizing the PARK and CONCORDIA transforms necessary for this command are now easily accessible. By directly regulating the quadratic voltage as a function of the speed difference, without going through a nested quadratic current regulation loop, the control of the drive of the operating lever is greatly simplified and does not suffer from inaccuracies related to the fact that the quadratic current is substantially invariant when the torque applied to the motor is exerted against a friction brake. In addition, the control method uses only a single closed loop, without interleaved loop, for speed control. In addition, in this loop, the controller calculating the quadratic voltage control as a function of the speed difference is a simple regulator, for example a proportional and integral type regulator or RST. Of course, the control method according to the invention retains, in parallel with the previous speed regulation, a closed-loop regulation of the forward voltage as a function of a difference between a direct current setpoint and a measured value of this current, this control whose purpose, as known per se, to control the flow of the engine to minimize Joule losses. The closed-loop regulation of the rms voltage 30 includes a step of limiting this voltage to a predetermined voltage interval. In order to avoid that the pilot has to exert a major effort on the lever during the resumption of hand thereof, the invention provides for limiting the square voltage controlling the motor for example by interposing a saturator between the regulator determining the control quadratic voltage and the actual control quadratic voltage applied. A saturation of the control quadratic voltage causes by the effect of Ohm's law a saturation of the quadratic current, thus limiting the motor torque of the driving motor of the lever. Thus, the effort to be provided by the pilot to resume control of the operating lever can be limited Advantageously and according to the invention, the saturation limits of the quadratic voltage are variable as a function of the measured value of the quadratic current. The value of the quadratic current does not depend only on the saturation value of the control quadratic voltage but also on the resistance of the motor windings, the temperature, etc. the invention provides that the voltage range defined by the saturation limits of the control quadratic voltage are variable as a function of the measurement of the quadratic current. Thus, under given temperature conditions, for a given motor, the higher the measurement of the quadratic current, the lower the saturation limits of the quadratic voltage will be low in order to maintain the effort of recovery in hand of the lever within predetermined limits .
    [0008] Advantageously and according to the invention, the limit values of the quadratic voltage are determined by a proportional and integral regulator as a function of a difference between the measured value of the quadratic current and a reference value corresponding to a maximum allowed torque exerted on the lever. maneuvering. Thus, in the case of a vector control, the saturation of the quadratic voltage is slaved to the quadratic current representing the maximum acceptable limit of the torque felt by the driver during a recovery in hand of the throttle. Advantageously and according to the invention, the predetermined voltage interval is variable depending on a torque exerted on the operating lever.
    [0009] Advantageously and according to the invention, the saturation limits of the quadratic voltage are determined by a proportional and integral regulator as a function of a difference between a measured value of the torque applied to the operating lever and a set value corresponding to a maximum torque. tolerated by a pilot on the lever (2) maneuvering. In this variant of the control method according to the invention, a torque sensor is installed at the operating lever to measure the actual restoring torque exerted by the pilot and this measurement is used to vary the saturation limits of the the voltage applied to the motor. Thus, the greater the measured effort of recovery in hand is, the lower is the limit of saturation of the quadratic voltage applied to the motor, so the engine torque is reduced and the recovery effort is limited Advantageously and according to the In the invention, the proportional and integral regulator comprises an anti-accumulation circuit adapted to avoid an overflow of the integral term of the regulator. Whether the saturation limit of the voltage is corrected according to the current or directly as a function of the torque exerted by the pilot, it is necessary to avoid that the overflow of the integral term of the control causes delays or overruns in the control the limit of saturation of the tension in order to avoid jolts or hard points felt by the pilot. The method of the invention therefore provides for integrating an anti-accumulation circuit designed to reduce the influence of the integral term when it exceeds a predetermined threshold.
    [0010] The present description uses, for the sake of simplification, the particular case of an operating lever pivoting about an axis common with that of the electric motor and driven directly therefrom. In this way, the movement of the lever is a rotation which corresponds to the rotation of the motor, with the same angular displacement and the speed of movement of the lever is equal to the speed of rotation of the motor. However, this simplification does not constitute a limitation of the scope of the invention, which extends to any type of movement of the lever, and to any type of law of correspondence between the speed of movement of the lever and the speed of rotation of the lever. electric motor, this law of correspondence depending on the kinematic chain installed between the lever and the motor.
    [0011] The invention also extends to a control device of an operating lever, in particular an throttle lever of an aircraft, comprising a synchronous motor adapted to drive the lever against a friction brake , a position sensor adapted to provide an angular position of the engine, and a control computer comprising a converter adapted to power the motor, said device being characterized in that the control computer comprises: - means adapted to determine a speed of rotation of the motor; a first regulator adapted to define a voltage value, called the nominal control voltage, in a closed loop as a function of a difference between the speed of rotation of the motor and a set speed; to determine limit values, called saturation limits, of the nominal control voltage as a function of a difference between an instantaneous torque supplied by the motor and a ora predetermined limit, a saturator adapted to provide a limited control voltage from the nominal control voltage and saturation limits provided by the second regulator. and in that the converter supplies each winding of the motor with an AC voltage signal developed from the limited control voltage in a predetermined sequence according to the angular position of the motor. As previously seen, the means for determining the rotational speed of the motor may be calculating means such as a differentiator making it possible to calculate the speed of rotation of the motor from a temporal variation of the angular position provided by the sensor. of position or means for direct measurement of the speed of rotation by using an appropriate sensor (tachogenerator for example). Advantageously and according to the invention, the control device is suitable for vector control of the motor, and is characterized in that the converter comprises a first direct vector transformation block adapted to drive, from the limited control voltage used. as a quadratic voltage, an inverter supplying each winding of the motor according to the angular position of the motor and a second inverse vector transformation block adapted to supply a value of the resulting quadratic current to the control computer. Thus, even when a so-called complex vector control is used, the device simply comprises a closed loop of regulation of the rms voltage as a function of the difference between the speed of rotation of the motor and the set speed, of which the regulator is a proportional and integral regulator. The quadratic control voltage is applied after saturation to the direct vector transformation block. In return, the inverse vector transformation block provides a value of the quadratic current. Advantageously and according to the invention, the device further comprises closed-loop regulation of a direct voltage as a function of the direct current. In vector control, the direct voltage regulation is retained to limit the flow of the motor. Advantageously and according to the invention, the device further comprises a torque sensor adapted to measure a value of a torque exerted by a pilot on the operating lever and transmit said torque value to the second controller of the control computer so as to limit the value of the torque to a maximum allowed torque exerted by a pilot on the operating lever. Advantageously and according to the invention, the second regulator comprises an anti-accumulation circuit. Whatever the control variable used for the second regulator (current or torque), the installation of an anti-accumulation circuit makes it possible to limit or avoid the overflow of the integral part of the regulation in order to control the time of return to normal saturation limits after a take-over action of the throttle. The invention also relates to a method and a control device characterized in combination by all or some of the characteristics mentioned above or hereinafter and an aircraft comprising a control lever provided with a control device according to all or part of characteristics mentioned above or hereinafter.
    [0012] Other objects, features and advantages of the invention will become apparent from the following description and the accompanying drawings in which: - Figure 1 shows a block diagram of the device according to the invention illustrating the method according to the invention; - Figure 2 shows a block diagram of the device according to the invention illustrating a first variant of the method according to the invention applied to a vector control of the engine; FIG. 3 is a view of the block diagram of a control computer 10 of the device according to the invention illustrating a second variant of the method according to the invention; FIG. 4 represents a detail of a regulator forming part of the method according to the invention. The control device 1 shown in FIG. 1 comprises a control lever 2 integral with an axis 5 of rotation of a three-phase synchronous type permanent magnet motor 8 and adapted to pivot about this axis under the effect of the rotation of the motor 8 or a force applied to the lever by a pilot. For example, the lever 2 may be part of a throttle for controlling the propulsion of an aircraft or any other vehicle, or may also be part of a control member of a steering wheel. as the control of the flaps of an aircraft or depth flaps of a submarine, etc. In the following description, the example described is an aircraft throttle, without this being interpreted as limiting the scope of the method and the device according to the invention. The invention is also not limited to the case where the motor 8 is directly connected to the lever 2, the two elements having the same angular displacement, but also extends to the case where the motor 8 is connected to the lever 2 by via a reversible gearbox allowing a reduction between the rotation angle of the motor 8 and that of the lever 2. The rotation of the motor 8 and the lever 2 takes place against a brake 3 friction arranged on the axis 5 common to the lever and the motor.
    [0013] Where appropriate, as provided in one of the variants of the invention, a torque sensor 4 measures the resulting torque T applied on the motor shaft 8 by the motor itself, the brake 3 and a torque generated by the hand of a pilot exerting a force on the lever 2.
    [0014] The motor 8 is coupled to a position sensor 9 providing the angular position 0 of the engine. A control computer 6 comprises a converter 68 which supplies the various windings of the motor with a supply voltage U_alim. This supply voltage can be, in the general case, a sinusoidal alternating voltage of general shape: U_alim = U_cmd sin (0 (t) + (p) where 0 (t) is the angular position of the motor with respect to a predefined reference in which the value of the phase (f) is 0 for a first winding, 27c / 3 and 47c / 3 for the two other windings of a three-phase motor The computer 6 comprises a diverter 61 receiving the angular position 0 of the motor and providing a rotation speed w_feedback thereof by deriving the angular position with respect to time The speed w_feedback is compared in an adder 62 to a set speed w_cmd defined by an autopilot device. The resultant is processed in a first regulator 63, for example a proportional and integral regulator so as to provide a nominal control voltage U * for canceling this difference in speed. is then transmitted to a saturator 64. The saturator 64 outputs a limited control voltage U_cmd equal to a saturation value + Usat if the nominal control voltage U * is greater than Usat or a saturation value -Usat if it is lower than -Usat. If the nominal control voltage U * lies between these two saturation limits, the limited control voltage U_cmd is equal to U. The limited control voltage U_cmd is then transmitted to the converter 68 which forms the supply voltage of the windings of the motor 30 according to the position thereof and a peak voltage value equal to the limited control voltage.
    [0015] In the example shown in FIG. 1, a torque sensor 4 is associated with the operating lever 2 to provide a value of a resultant torque T applied on the motor shaft 8 by the motor itself, the brake 3 and a possible torque generated by the hand of a pilot exerting a force on the lever 2.
    [0016] In the absence of action of the driver on the lever 2, the engine torque is equal to the resisting torque opposite the friction brake 3 and is substantially constant regardless of the rotational speed of the engine. When the pilot intervenes and operates a recovery lever 2, the engine speed w_feedback is changed and deviates from the set speed w_cmd. The first regulator 63 then tries to compensate for this difference by increasing the nominal control voltage U * and thus the torque exerted by the motor against the action of the driver. In order to prevent the driver from exerting too much effort during this recovery in hand, the torque T measured by the torque sensor 4 is compared with a setpoint value T_lim corresponding to the maximum torque tolerated by the driver during the recovery. in hand of the throttle. For this, the absolute value of the algebraic value of the torque T is formed in order to be independent of the sign of the torque T and this absolute value is compared with the setpoint value T_lim in a summator 66. The thus formed torque deviation AT is provided to a second regulator 67, also proportional and integral type that modifies the saturation limits + Usat and -Usat so as to enslave the interval between these limits to the AT torque deviation. In practice, the interval between the saturation limits is even lower than the torque difference AT is close to zero. Thus, as soon as the torque felt by the pilot during a recovery in hand of the throttle is close to the maximum tolerated, saturation limits + Usat and -Usat of the nominal control voltage U * are closer to the from each other and decrease in absolute value, thereby reducing the limited control voltage U_cmd. Therefore, the windings of the motor are powered by a lower voltage and the resisting torque provided by the motor decreases allowing a recovery in hand with a limited torque.
    [0017] Referring now to FIG. 2 of the appended drawing in which there is shown a variant of the method and of the device according to the invention adapted to the vector control of the motor 8. The computer 6 comprises a first block 68a of direct vector transformation which develops the three-phase commands from two control voltages, a first voltage called direct control voltage Vd_cmd and a second voltage, said control quadratic voltage Vq_cmd and the angular position 0 of the motor supplied by the sensor 9. The calculator 6 comprises also a second inverse vector transformation block 68b which receives information from an inverter 11 controlled by the block 68a and the position 0 from the position sensor 9. The second block 68b provides in return a measured value of a first current, said direct current Id_feedback and a second current, said quadratic current Iq_feedback. The direct vector 68a and inverse 68b converting blocks together with the inverter 11 the equivalent of the converter 68 of the previous example. The control computer 6 comprises a first closed-loop control, called direct regulation 70, defining in a regulator 72 the direct control voltage Vd_cmd as a function of a difference AId formed by an adder 71 between the direct current Id_feedback and a setpoint Current Id_cmd. Preferably, the direct current setpoint Id_cmd is set to a zero value in order to minimize the Joule losses in the windings of the motor 8. The control computer 6 also comprises a second closed-loop regulation, known as quadratic regulation, enabling define the quadratic control voltage Vq_cmd. An automatic control system (not shown) provides on the input 10 of the computer 6 a set speed w_cmd to be applied to the motor 8. This set speed is compared by means of a summator 62 at the actual rotation speed w_feedback of the motor 8 obtained in the diverter 61 by time derivative of the angular position 0 of the motor supplied by the position sensor 9. The speed difference Aw at the output of the comparator 62 is transmitted to a speed regulator 63 which in turn provides a nominal control voltage value Vq *. The regulator 63 can be very simply realized in the form of a proportional and integral regulator. The inventors have indeed noticed that despite the quasi invariance of the resisting torque opposed by the friction brake 3, which causes control difficulties by employing, as in the prior art, a loop imbricated on the quadratic current, there is a correspondence unequivocal between the speed of rotation of the motor and the quadratic voltage Vq applied to it. The nominal control voltage Vq * is then transmitted to a saturator 64 whose function is to limit the value of the nominal control voltage to a limited control voltage Vq_cmd applied to the motor in order to limit the quadratic current Iq in the motor and therefore the maximum torque exerted by it. This torque limitation is achieved as in the previous example by comparing in the summator 66 the absolute value of the torque T measured by the torque sensor 4 to a setpoint torque T_lim and then providing the torque difference AT to the regulator PI 67. in order to limit the effort of recovery in hand exerted by the pilot when he feels the need to regain control of the operating lever against the autopilot system.
    [0018] It is interesting to note that the quadratic current Iq is not used in the speed control loop of the motor 8. However, the value of the quadratic current Iq_feedback is provided by the block 68b of inverse vector transformation but does not is used only for surveillance purposes in a surveillance block 69.
    [0019] Referring now to Figure 3 of the accompanying drawing to describe a variant of the implementation of the method described above. As we have seen, the raw control quadratic voltage Vq * determined by the proportional and integral regulator 65 is transmitted to a saturator 66 which outputs a control quadratic voltage Vq_cmd which is equal to Vq * if Vq * belongs to a voltage interval between two predetermined values -Vq_sat and + Vq_sat and which is equal to -Vq_sat if Vq * is less than or equal to this value or + Vq_sat if Vq * is greater than or equal to this value. In the variant of the method described in relation with FIG. 2, a saturator 64 is used in which the saturation limits + Vq_sat and -Vq_sat are variable as a function of the quadratic current Iq_feedback supplied by the block 68b. Indeed, taking into account the dispersion of the resistance values of the windings of the motor 8, in particular as a function of the operating temperatures of the motor, the quadratic current flowing in the motor, image of the engine torque and thus the torque to be exerted by the pilot to surpass this torque during the hand-over of the joystick, may also be variable for the same saturation voltage. In order to limit the resumption effort of the controller, the invention provides for correcting the width of the saturation voltage interval as a function of a difference between the measured quadratic current Iq_feedback and a setpoint value Iq_lim of the current quadratic corresponding to a limit effort to be exerted by the pilot to regain control of the throttle. The quadratic current Iq_feedback measured in algebraic value at the output of the block 68b is first made positive by taking the absolute value in a block 83 and this absolute value is compared to the set value Iq_lim in a comparator 82. The difference AIq thus obtained is supplied to a saturation voltage regulator 81 which provides the saturation limits of the saturator 64. This regulator 81 can also be very simply realized by a proportional and integral regulator. The operation of this regulator 81 is such that as long as Iq_feedback is less than Iq_lim, which is the general case corresponding to a return effort less than the limit force, the integral correction saturates and forces the output value Vq_sat to increase up to a maximum stop allowing a maximum variation of the control square voltage Vq_cmd. As soon as Iq_feedback approaches or exceeds Iq_lim, the output value Vq_sat decreases so as to limit the control quadratic voltage Vq_cmd and thus limit the quadratic current Iq_feedback to the value Iq_lim representative of the limit effort tolerated for the takeover.
    [0020] With this control loop of the saturation value of the control quadratic voltage, it is possible to maintain the effort of recovery of the lever to a precise value, without complicating the speed control of the electric motor 8.
    [0021] Whatever the variant of the process, with a correction of the saturation limits as a function of an error AIq on the quadratic current or of a torque error AT, it is important not to limit too long and too strongly the control quadratic current Vq_cmd, therefore to limit the influence of the integral term of the regulation operated by the regulators 67 or 81 on the saturation values Vq_sat. For this purpose, the regulators are provided with an anti-accumulation circuit 815 illustrated in FIG. 4 in relation to the regulator 81. The current error AIq is transmitted on the one hand to an amplifier 812 applying a proportional gain Kp and on the other hand amplifier 811 applying an integral gain Ki.
    [0022] The error amplified by the gain Ki is transmitted to an integration block 813 as a function of time and then to an adder 814 where it is added to the proportional term of the regulation coming from the amplifier 812. The anti-accumulation circuit 815 compares the output of the summator 814 to this same limited output in a saturator 819 in a comparator 818. The comparator 818 provides an output of zero value if the output of the summator 814 is within the limits of the saturator 819 or negative and representative of the clipping performed if the output of the summator 814 is outside the saturation limits. This negative or zero value is amplified in the gain amplifier 816 Ki / Kp and then added in a summator 817 to the error amplified by the gain Ki at the output of the amplifier 811. In this way, the integral term of the regulation is reduced when the saturation limit Vq_sat of the control quadratic voltage Vq_cmd exceeds a predetermined threshold. Of course, this description is given by way of illustrative example only and the person skilled in the art will be able to make numerous modifications without departing from the scope of the invention, such as for example applying the method or the device to others. such as the control of the lift flaps of an aircraft, the steering of a ship, etc.
    权利要求:
    Claims (2)
    [0001]
    CLAIMS 1 / - Control method of a motor (8) for driving a lever (2) for operation, in particular an aircraft throttle lever, in which the lever (2) maneuver is driven by a synchronous motor against a friction brake (3), at a speed, called a set speed (co_cmd), determined by an automatic control system, said control method comprising the following steps: - measuring the position angular (0) of the engine; determining a speed of rotation (co_feedback) of said motor; determining a voltage value, called the nominal control voltage (U *), for supplying each winding of the motor in a closed loop as a function of the speed of rotation of the motor; evaluating an instantaneous torque value (T) supplied by the motor and comparing said value with a predetermined maximum torque value (T_lim); determination of limit values, called saturation limits (-Usat; + Usat), of the nominal control voltage as a function of the comparison of said torque values to obtain a limited control voltage (U_cmd); supplying each winding of the motor with an AC voltage signal (U_alim) produced from the limited control voltage according to a predetermined sequence as a function of the angular position of the motor.
    [0002]
    2 / - Method according to claim 1, characterized in that the value of the instantaneous torque (T) supplied by the motor is evaluated from a current value measured in at least one of the windings of the motor. 3 / - Method according to one of claims 1 or 2, characterized in that the value of the instantaneous torque supplied by the motor is evaluated from a torque value provided by a torque sensor (4) linked to the lever (2) maneuvering. 4 / - Method according to any one of claims 1 to 3, characterized in that one chooses a brushless DC three-phase motor and in that the supply of each winding of the motor is effected by crenels d ' a voltage equal to the limited control voltage (U_cmd) in a so-called six-state sequence. 5 / - Method according to any one of claims 1 to 3, characterized in that one chooses a synchronous motor three-phase, including permanent magnets and in that the supply of each winding is carried out with a sinusoidal voltage whose maximum value is equal to the limited control voltage (U_cmd). 6 / - Method according to any one of claims 1 to 3, wherein the motor is controlled according to a vector control in which a first voltage is defined said direct voltage (Vd) and a second voltage, called the voltage quadratic (Vq), characterized in that the nominal control voltage (U *) is applied as a quadratic voltage in the closed loop as a function of the rotational speed of the motor. 7 / - Method according to claim 6, characterized in that the saturation limits (-Vq_sat; + Vq_sat) of the quadratic voltage are variable as a function of the measured value (Iq_feedback) of the quadratic current. 8 / - Method according to any one of claims 6 or 7, characterized in that the saturation limits (-Vq_sat; + Vq_sat) of the quadratic voltage are determined by a proportional and integral controller (81) as a function of a difference (AIq) between the measured value (Iq_feedback) of the rms current and a setpoint value (Iq_lim) corresponding to a maximum allowed torque exerted on the operating lever (2). 9 / - Method according to any one of claims 6 or 7, characterized in that the saturation limits (-Vq_sat; + Vq_sat) of the quadratic voltage are determined by a proportional and integral regulator (67) as a function of a difference (AT) between a measured value (T) of the torque applied to the operating lever and a set value (T_lim) corresponding to a maximum allowed torque exerted by a pilot on the operating lever (2). 10 / - Method according to any one of claims 8 or 9, characterized in that the regulator (67; 81) proportional and integral comprises an anti-accumulation circuit (815) adapted to avoid an overflow of the integral term of the regulator. 11 / - Device (1) for controlling a lever (2) for operation, in particular an throttle lever of an aircraft, comprising a synchronous motor (8) adapted to drive the lever against a friction brake (3), a position sensor (9) adapted to provide a position (0) of the lever, and a control computer (6) comprising a converter (68) adapted to supply the motor (8), said device characterized in that the control computer comprises: - means (61) adapted to determine a rotation speed (w_feedback) of the motor (8); a first regulator (63) adapted to define a voltage value, called the nominal control voltage (U *), in a closed loop as a function of a difference (Aw) between the speed of rotation (w_feedback) of the motor and a speed setpoint (co_cmd); a second regulator (67; 81) adapted to determine limit values, called saturation limits (-Usat; + Usat), of the nominal control voltage as a function of a difference (AT) between an instantaneous torque (T); provided by the motor and a predetermined limit torque (T_lim); a saturator (64) adapted to provide a limited control voltage U_cmd) from the nominal control voltage (U *) and the saturation limits (-Usat; + Usat) provided by the second regulator (67; 81); ; and in that the converter (68) supplies each winding of the motor (8) with an alternating voltage signal (U_alim) produced from the limited control voltage (U_cmd) in a predetermined sequence as a function of the angular position ( 0) of the motor. 12 / - Device according to claim 11, adapted for vector control of the motor, characterized in that the converter (68) comprises a first direct vector transformation block (68a) adapted to drive, from the limited control voltage (U_cmd) used as a quadratic voltage (Vq), an inverter (11) supplying each motor winding depending on the angular position (0) of the motor and a second inverse vector transformation block (68b) adapted to provide a value of the quadratic current (Iq_feedback) resulting in the control computer (6). 13 / - Device according to claim 12, characterized in that it further comprises a regulation (70) in a closed loop of a forward voltage (Vd) as a function of the direct current (Id_feedback). 14 / - Device according to one of claims 11 to 13, characterized in that it further comprises a torque sensor (4) adapted to measure a value (T) of a torque exerted by a pilot on the lever ( 2) and transmit said torque value to the second controller (67) of the control computer (6) so as to limit the value of the torque to a maximum desirable torque (T_lim) exerted by a pilot on the lever (2) of maneuver. 15 / - Device according to any one of claims 11 to 14, characterized in that the second regulator (67; 81) comprises an anti-accumulation circuit (815). 16 / - Aircraft comprising a lever (2) for operation provided with a device (1) for control according to any one of claims 11 to 15. 17 / - Aircraft according to claim 16, characterized in that the device (1 ) control comprises a control computer (6) adapted to implement a control method according to any one of claims 1 to 10.
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    同族专利:
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    CN104773298B|2019-09-27|
    US9904256B2|2018-02-27|
    CN104773298A|2015-07-15|
    FR3016488B1|2016-02-12|
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1450275A|FR3016488B1|2014-01-14|2014-01-14|METHOD AND DEVICE FOR CONTROLLING A LEVER OF MANEUVER OF A VEHICLE|FR1450275A| FR3016488B1|2014-01-14|2014-01-14|METHOD AND DEVICE FOR CONTROLLING A LEVER OF MANEUVER OF A VEHICLE|
    US14/593,231| US9904256B2|2014-01-14|2015-01-09|Process and device for controlling an operating lever of a vehicle|
    CN201510111423.5A| CN104773298B|2014-01-14|2015-01-13|The method and apparatus for controlling the operating stick of means of transport|
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