• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an aircraft flight control stick device (1), comprising: - a casing (2) intended to be fixed on a structure of the aircraft, - an output shaft (3) intended to be connected to a flight control handle (56), the output shaft (3) being rotatably mounted relative to the housing (2), - a primary track (4) comprising a first torque generating member (7) , 8) adapted to exert a first torque on the output shaft (3), - a secondary path (5) comprising a second torque generating member adapted to exert a second torque on the output shaft (3), and a clutch capable of selectively connecting the primary track (4) and the secondary track (5) to the output shaft (3).
    公开号:FR3025493A1
    申请号:FR1458458
    申请日:2014-09-09
    公开日:2016-03-11
    发明作者:Benoit Cremiere
    申请人:Sagem Defense Securite SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The invention relates to an aircraft flight control stick device. The device is for example a helicopter collective handle device. STATE OF THE ART Helicopters are generally equipped with three pilot-operated flight controls: a collective control stick, a cyclic control stick and the anti-torque pedals. The collective steering shaft collectively modifies the angle of incidence of the blades of the main rotor to raise or lower, accelerate or slow the helicopter. The cyclic control sleeve makes it possible to cyclically modify the angle of incidence of the blades of the main rotor being rotated, so as to create a different thrust at different points of the cycle, to tilt the helicopter forward or to the rear (pitch attitude), or from one side or the other (inclination in roll). The anti-torque pedals allow the pitch of the auxiliary rotor blades to counter the torque induced by the main rotor to be rotated so as to cause the helicopter to spin (yaw-slip) in hovering. Traditionally, in helicopters with hydraulic flight controls, the collective control stick is connected to hydraulic drawers by means of a mechanical transmission (called "trim") located under the floor of the cockpit. The hydraulic drawers control power actuators which control the orientation of the main rotor blades. On the other hand, in helicopters with electric flight controls, the collective steering stick is not mechanically connected to the power actuators. For this type of control, there are 30 systems for generating a force feedback on the control stick so that the pilot can feel a resistance force on the handle. Currently, the systems for generating a force feedback are essentially passive mechanical systems, which do not allow a dynamic reconfiguration of the behavior of the stick depending on the flight range. In other words, the law of effort felt by the pilot is always the same whatever the flight conditions. It would be desirable to design active force feedback systems, making it possible to modify the force law experienced by the pilot according to the flight conditions. In particular, it would be desirable, in complex flight situations, to apply a force feedback law giving the pilot tactile sensations limits of the flight range, for example, by preventing the pilot from moving the stick in extreme positions that could be dangerous. However, such active force feedback systems are currently not implemented in helicopters, particularly because these systems necessarily include a motorization, resulting in risk of failure. However, a motorization failure would result in a lock of the handle, which would potentially be a catastrophic event. SUMMARY OF THE INVENTION An object of the invention is to provide an aircraft flight control stick device, including a force feedback system, not causing a lock of the handle in the event of system failure. . This problem is solved within the scope of the present invention by an aircraft flight control stick device, comprising: - a casing for attachment to a structure of the aircraft; - an output shaft for be connected to a flight control shaft, the output shaft being rotatably mounted relative to the housing, - a primary track comprising a first torque generating member adapted to exert a first torque on the output shaft, A secondary path comprising a second torque generating member adapted to exert a second torque on the output shaft; and a clutch adapted to selectively connect the primary path and the secondary path to the output shaft. Thus, in the event of a fault or seizure of a component of the primary track, the clutch makes it possible to connect the secondary track to the output shaft. In this way, the secondary path takes over the primary path. The secondary path keeps the handle in operation, despite a possible failure of the first torque generating member on the primary path. The device may furthermore have the following characteristics: the clutch comprises a clutch part movable relative to the casing between a first position in which the clutch part engages the primary track and a second position in which the clutch member is engaged with the secondary track, the clutch comprises an electromagnet which, when energized, biases the clutch piece to the first position, the clutch comprises an elastic return member adapted to urge the clutch part towards the second position, - the clutch part is movable in translation relative to the housing, - the output shaft is rotatable relative to the housing along an axis of rotation, and the clutch part is movable in translation relative to the casing parallel to the axis of rotation of the output shaft, the first torque generating member comprises at least one electric motor, the primary track comprises a gearbox through which the electric motor exerts the first torque on the output shaft, - the second torque generating member is a friction system, - the friction system comprises a drum and a cable in contact with the drum, the second pair being generated by friction between the cable and the drum when the drum is rotated relative to the cable, - the cable is fixed to the housing and the drum is rotatably mounted relative to the housing, - the second torque generating member comprises a resilient element connecting the cable to the housing, - the clutch part is mounted to rotate with the output shaft while being movable in translation relative to the shaft of output, - the device comprises a flexible membrane through which the output shaft is connected to the clutch part, - the device comprises at least one sensor of own position to measure an angular position of the output shaft and an electronic control unit adapted to control the first torque generating member according to the measured angular position, - the flight control stick is a collective race helicopter. BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages will become apparent from the following description, which is purely illustrative and nonlimiting and should be read in conjunction with the accompanying drawings, in which: FIG. 1 schematically shows in perspective a flight control stick device according to one embodiment of the invention; - Figure 2 schematically shows, in perspective, the components of the primary channel of the device, - Figure 3 shows schematically, in perspective, components of the secondary channel of the device, - Figure 4 shows, schematically in section, the clutch of the device, - Figures 5A and 5B schematically show in perspective the components of the clutch, FIG. 6 illustrates a force path through the clutch when the primary path is activated, FIG. 7 illustrates a path of effort. through the clutch when the secondary channel is activated, - Figure 8 is a diagram schematically showing the different device operating elements. DETAILED DESCRIPTION OF AN EMBODIMENT With reference to FIG. 1, the device 1 represented is a device for controlling a control stick, such as a collective helicopter stick, for example.
    [0002] The device 1 comprises a housing 2 and an output shaft 3 rotatably mounted relative to the housing 2 about an axis of rotation X. The housing 2 is intended to be fixed to a structure of the helicopter, such as the floor of the cockpit for example. The output shaft 3 is adapted to be connected to the collective handle of the helicopter. The collective stick is intended to be actuated by a pilot to control the collective pitch of the main rotor of the helicopter. The collective shaft is mounted integral in rotation with the output shaft 3, so that a rotation of the shaft causes an identical rotation of the output shaft 3 about the axis X.
    [0003] The device 1 comprises a force feedback system for applying to the handle a resistant force as a function of the movement printed on the handle by the pilot. The force feedback system comprises a primary track 4 (or main track), a secondary track 5 (or escape route) and a clutch 6 suitable for selectively connecting the primary track 4 and the secondary track 5 to the shaft The primary track 4 comprises a first electric motor 7, a second electric motor 8 connected in parallel with the first electric motor 7, a gearbox 9 and a shaft. The first electric motor 7 comprises a stator mounted fixed relative to the housing 2, a rotor rotatable relative to the stator and an output shaft 11 mounted integral with the rotor.
    [0004] Similarly, the second electric motor 8 comprises a stator mounted fixed relative to the housing, a rotor movable in rotation relative to the stator and an output shaft 12 mounted integral with the rotor. The reducer 9 is a reduction gearbox with three stages. The gearbox 9 comprises a first stage 91, a second stage 92 and a third stage 93. The first stage 91 of the gearbox comprises a first input gear 13, a second input gear 14, a first intermediate shaft 18 rotatably mounted. relative to the casing 2 and a first intermediate gearing 19. The first input gear 13 is mounted to rotate with the output shaft of the first motor 7. The second input gear 14 is mounted to rotate with the first gear. output shaft of the second motor 8. The first intermediate gear 19 is mounted to rotate with the first intermediate shaft 18. The second gear stage 92 comprises a second intermediate gear 20, a second intermediate shaft 21 rotatably mounted relative to the housing 2 and a third intermediate gear 22. The second intermediate gear 20 is mounted to rotate with the first intermediate shaft 18. The third intermediate gear 22 is mounted integral in rotation with the second intermediate shaft 21. The third stage 93 of the gear unit comprises a fourth intermediate gear 23 and an output gear 17. The fourth intermediate gear 23 is mounted to rotate with the second intermediate shaft 21. The pinion output 17 is mounted integral with the output shaft 10. The stages 91 to 93 are arranged so that first and second input gears 13 and 14 meshing with the first intermediate gear 19, the second intermediate gear 20 meshes with the third intermediate gear 22 and the fourth intermediate gear 23 meshes with the output gear 17. In this way, the two electric motors 7 and 8 simultaneously rotate the first intermediate gear 19 via 3025493 7 of the two. input gears 13 and 14. The rotation of the first intermediate gear 19 is transmitted to the output pinion 17 by the intermediate the three stages 91 to 93 reduction. The output gear 17 rotates the output shaft 10 of the primary track.
    [0005] The two input gears 13 and 14 are identical to each other. The first intermediate gear 19 has a larger diameter than the diameter of the input gears 13 and 14. Similarly, the third intermediate gear 22 has a diameter greater than the diameter of the second intermediate gear 20. Finally, the output gear 17 has a diameter Greater than the diameter of the fourth intermediate gear 23. In this way, the rotational speed of the output shaft 10 is greatly reduced with respect to the rotational speed of the output shafts of the motors 7 and 8. The reduction ratio is for example about 120. The primary path 4 further comprises a first position sensor 24 and a second position sensor 25. The first position sensor 24 is adapted to measure an angular position of the rotor of the first electric motor 7. The first position sensor 24 is for example an incremental encoder comprising a rotary disc mounted integral in rotation with the rotor of the first electric motor. eu 7.
    [0006] The first position sensor 24 is adapted to generate a first position signal representative of the angular position of the rotor relative to the stator. This first signal is transmitted to the electronic control unit. Similarly, the second position sensor 25 is able to measure an angular position of the rotor of the second electric motor 8. The second position sensor 25 is for example an incremental encoder comprising a rotary disc mounted integral in rotation with the rotor of the first electric motor 8. The second position sensor 25 is adapted to generate a second position signal representative of the angular position of the rotor relative to the stator. This second signal is transmitted to the electronic control unit. In the event of failure or failure of one of the two electric motors 7 and 8, the other motor is able to drive only the first intermediate gear 19 in rotation without the aid of the defective motor.
    [0007] The primary track 4 also comprises a disc 26 (visible in FIG. 4), the disc 26 being mounted integral in rotation with the output shaft 10 via a key 27. The disc 26 has a crown toothed device 28.
    [0008] Secondary lane 5 is shown in more detail in FIGS. 3 and 4. Secondary lane 5 comprises a friction generating system 29. Friction generating system 29 comprises a ring 30 fixedly mounted on casing 2, a drum 31 rotates relative to the housing 2 about the X axis, and a cable 32 in contact with the drum 31. The ring 30 surrounds the drum 31 so as to guide the drum 31 in rotation. The drum 31 has a cylindrical outer surface of revolution 33 forming a friction surface.
    [0009] The cable 32 surrounds the drum 31. More specifically, the cable 32 is wound on the friction surface 33 of the drum 31. The cable 32 has a first end 34 fixed to the housing 2 and a second end 35 also fixed to the housing 2. The friction generating system 29 comprises an elastic member 36 through which the first end 34 of the cable 32 is fixed to the housing 2. The elastic member 36 is for example a tension spring adapted to hold the cable 32 in place. tension around the drum 31. The cable 32 is wound around the drum 31 so that when the drum 31 is rotated relative to the housing 2, the friction surface 33 of the drum 31 rubs against the cable 32, thereby generating causes a friction torque opposing the rotation of the drum 31. The clutch 6 is shown in Figure 4. The clutch 6 comprises a clutch part 37, two electromagnets 38, 39 e t an elastic return member 40.
    [0010] The clutch part 37 has the shape of a disc. The clutch part 37 is movable in translation relative to the casing 2 in a direction parallel to the axis X.
    [0011] More specifically, the clutch part 37 is movable between a first position in which the clutch part engages the disk 26 of the primary track 4, and a second position in which the clutch piece is in position. taken with the drum 31 of the secondary track 5.
    [0012] For this purpose, the clutch part 37 has a first face 41 and a second face 42, opposite to the first face 41. The first face 41 of the clutch part 37 has teeth 43 which are adapted to engage with each other. the teeth 28 of the disc 26 of the primary track 4. The second face 42 of the clutch part 37 has a friction surface 44 10 capable of coming into engagement with a friction surface 45 of the drum 31 of the secondary track 5. The electromagnets 38 and 39 are arranged so that when they are activated, they generate a magnetic field urging the clutch part 37 to the first position.
    [0013] The elastic return member 40 urges the clutch part 37 towards the second position. The elastic return member 40 is for example a spring arranged between the clutch part 37 and the disc 26 of the primary track 4. Furthermore, the device 1 comprises a connecting system 46 connecting the output shaft 3 from the device to the clutch part 37. The connection system 46 is illustrated in more detail in FIGS. 5A and 5B. The connection system 46 makes it possible to rotate the clutch part 37 and the output shaft 3 in rotation while permitting translation of the clutch part 37 with respect to the output shaft 3.
    [0014] The connection system 46 comprises a flexible membrane 47 arranged between the clutch part 37 and the output shaft 3, a connecting piece 48 integral with the output shaft 3 and a plurality of fixing elements 49 and 50. The fasteners include first fasteners 49 for securing the flexible diaphragm 47 to the clutch piece 37 and second fasteners 50 for securing the connecting piece 48 to the flexible diaphragm 47.
    [0015] In the example illustrated in FIGS. 6A and 6B, the flexible membrane 47 has a disc shape and the fastening elements 49, 50 are arranged at the periphery of the disc. The first fastening elements 49 are interposed between the second fastening elements 50.
    [0016] In addition, the connecting piece 48 has a substantially triangular shape. The second fasteners 50 are positioned in the corners of the triangle. Due to its flexibility, the diaphragm 47 allows translation of the clutch part 37 with respect to the output shaft 3 parallel to the axis X. The output shaft 3 has longitudinal grooves 51, extending parallel to the axis X. The longitudinal grooves 51 are adapted to cooperate with complementary grooves of the control sleeve to connect in rotation the output shaft 3 and the control sleeve.
    [0017] The device 1 also comprises four position sensors 52 to 55 visible in FIG. 1, suitable for measuring an angular position of the output shaft 3. Each position sensor 52 to 55 is capable of generating a measurement signal representative of the angular position of the handle. The signals generated by the sensors 52 to 55 are transmitted to the electronic control unit. In normal operation, the clutch part 37 is initially in the second position. When the device 1 is turned on, the electromagnets 38 and 39 are powered so that they urge the clutch part 37 towards the first position. The field created by the electromagnets 38 and 39 is sufficient to overcome the restoring force exerted by the return member 40 on the clutch part 37. The clutch part 37 is moved from the second position to the first position. (arrow A). The clutch part 37 is engaged with the disc 26 of the primary track 4 (Figure 6). In this configuration, the force return applied to the control stick is generated by the primary channel 4.
    [0018] The electronic control unit controls the motors 7 and 8 according to the measurement signals that it receives from the position sensors 52 to 55 and flight parameters. Each motor 7, 8 generates a reaction torque which is transmitted to the shaft via the gearbox 9 and the clutch 6. In particular, the clutch part 37 transmits the reaction torque generated by the motors 7, 8 at the output shaft 3 of the device 1 via the flexible membrane 47. In the event of failure of one of the motors 7 or 8, the other motor is adapted to generate the necessary reaction torque, without the aid of the failed motor. Moreover, in case of failure of the two motors 7 and 8, of the electronic control unit or of the power supply being cut off, the clutch part 37 is brought automatically from the first position to the second position (FIG. 7). In this configuration, the electromagnets 38 and 39 are no longer powered, so that they no longer solicit the clutch part 37 to the first position. The clutch part 37 is moved from the first position to the second position (arrow B) under the effect of the restoring force exerted by the return member 40 on the clutch part 37. clutch 37 is engaged with the drum 31 of the secondary track. The force feedback applied to the control stick is generated by the secondary channel 5.
    [0019] The torque exerted on the shaft by the pilot is transmitted to the drum 31 via the output shaft 3 and the clutch 6. The movement of the shaft causes rotation of the drum 31 relative to the cable 32. The displacement of the drum 31 relative to the cable 32 creates a friction between the drum 31 and the cable 32, which has the effect of generating a resisting torque opposing the torque exerted by the pilot on the handle. In this way, in the event of a fault or jamming of a component of the primary channel 4, the clutch 6 makes it possible to connect the secondary channel 3025493 12 to the output shaft 3 of the device 1. The secondary channel 5 takes the relay on the primary path 4. In addition, the secondary path 5 does not require a power supply to operate.
    [0020] FIG. 8 is a diagram schematically showing various control elements of the device 1. As illustrated in this figure, the control stick 56 is selectively connected to the primary channel 4 and the secondary channel 5 via the clutch 6.
    [0021] The measurement signals from the sensors 24, 25, 52 to 55 are transmitted to the electronic control unit 57. The electronic control unit controls, on the one hand, the motors 7 and 8 and, on the other hand, the electromagnets 38 and 39, depending on the measurement signals it receives. 15
    权利要求:
    Claims (16)
    [0001]
    REVENDICATIONS1. Aircraft flight control shaft device (1), comprising: - a housing (2) intended to be fixed on a structure of the aircraft, - an output shaft (3) intended to be connected to a handle ( 56), the output shaft (3) being rotatably mounted relative to the housing (2), - a primary track (4) comprising a first own torque generating member (7, 8). exerting a first torque on the output shaft (3), - a secondary path (5) comprising a second torque generating member (29) adapted to exert a second torque on the output shaft (3), and a clutch (6) capable of selectively connecting the primary channel (4) and the secondary channel (5) to the output shaft (3).
    [0002]
    2. Device according to claim 1, wherein the clutch (6) comprises a clutch piece (37) movable relative to the casing (2) between a first position in which the clutch piece (37) is in 20 taken with the primary track (4) and a second position in which the clutch piece (37) is engaged with the secondary track (5).
    [0003]
    Apparatus according to claim 2, wherein the clutch (6) comprises an electromagnet (38, 39) which, when energized, biases the clutch piece (37) to the first position.
    [0004]
    4. Device according to one of claims 2 and 3, wherein the clutch (6) comprises an elastic return member (40) adapted to urge the clutch part (37) to the second position. 30
    [0005]
    5. Device according to one of claims 2 to 4, wherein the clutch part (37) is movable in translation relative to the housing (2). 3025493 14
    [0006]
    6. Device according to claim 5, wherein the output shaft (3) is rotatable relative to the housing (2) along an axis of rotation (X), and the clutch part (37) is movable in translation with respect to the casing (2) parallel to the axis of rotation (X) of the output shaft (3). 5
    [0007]
    7. Device according to one of claims 2 to 6, wherein the clutch part (37) is mounted integral in rotation with the output shaft (3) while being movable in translation relative to the shaft of output (3).
    [0008]
    8. Device according to one of claims 2 to 7, comprising a flexible membrane (47) through which the output shaft (3) is connected to the clutch part (37).
    [0009]
    9. Device according to one of claims 1 to 8, wherein the first torque generating member (7, 8) comprises at least one electric motor.
    [0010]
    10. Device according to claim 9, wherein the primary path (4) comprises a gear (9) through which the electric motor (7, 8) exerts the first torque on the output shaft (3). 20
    [0011]
    11. Device according to one of claims 1 to 10, wherein the second torque generating member (29) is a friction system.
    [0012]
    Apparatus according to claim 11, wherein the friction system (29) comprises a drum (31) and a cable (32) in contact with the drum (31), the second pair being generated by friction between the cable ( 32) and the drum (31) when the drum (31) is rotated relative to the cable (32). 30
    [0013]
    13. Device according to claim 12, wherein the cable (32) is fixed to the housing (2) and the drum (31) is rotatably mounted relative to the housing (2). 302 54 93
    [0014]
    14. Device according to one of claims 12 or 13, wherein the second torque generating member (29) comprises an elastic member (36) connecting the cable (32) to the housing (2).
    [0015]
    15. Device according to one of claims 1 to 14, comprising at least a position sensor (52-55) adapted to measure an angular position of the output shaft (3) and a clean electronic control unit (57). controlling the first torque generating member (7, 8) as a function of the measured angular position.
    [0016]
    16. Device according to one of claims 1 to 15, wherein the flight control stick (57) is a collective helicopter race.
    类似技术:
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    同族专利:
    公开号 | 公开日
    RU2678725C2|2019-01-31|
    WO2016038069A1|2016-03-17|
    US20170259915A1|2017-09-14|
    RU2017111757A|2018-10-10|
    EP3191365B1|2018-10-31|
    FR3025493B1|2016-11-25|
    RU2017111757A3|2018-12-21|
    EP3191365A1|2017-07-19|
    US10279897B2|2019-05-07|
    引用文献:
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    FR3091261A1|2018-12-28|2020-07-03|Safran Electronics & Defense|Force application device for an aircraft control stick|US9272780B2|2012-02-10|2016-03-01|Merlin Technology, Inc.|Rotorcraft autopilot and methods|
    RU125963U1|2012-06-26|2013-03-20|Российская Федерация, от имени которой выступает Министерство промышленности и торговли Российской Федерации |GENERAL PURPOSE AIRCRAFT HANDLE CONTROL SYSTEM|US10723009B2|2017-11-13|2020-07-28|Ingersoll-Rand Industrial U.S., Inc.|Power tool reversible transmission|
    法律状态:
    2015-08-27| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-11| PLSC| Search report ready|Effective date: 20160311 |
    2016-08-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-01-13| CJ| Change in legal form|Effective date: 20161214 |
    2017-01-13| CD| Change of name or company name|Owner name: SAGEM DEFENSE SECURITE, FR Effective date: 20161214 |
    2017-08-22| PLFP| Fee payment|Year of fee payment: 4 |
    2018-08-22| PLFP| Fee payment|Year of fee payment: 5 |
    2019-08-20| PLFP| Fee payment|Year of fee payment: 6 |
    2020-08-19| PLFP| Fee payment|Year of fee payment: 7 |
    2021-08-19| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1458458A|FR3025493B1|2014-09-09|2014-09-09|AN AIRCRAFT FLIGHT CONTROL DEVICE WITH EFFORT RETURN WITH EMERGENCY PATH|FR1458458A| FR3025493B1|2014-09-09|2014-09-09|AN AIRCRAFT FLIGHT CONTROL DEVICE WITH EFFORT RETURN WITH EMERGENCY PATH|
    RU2017111757A| RU2678725C2|2014-09-09|2015-09-09|Device of the aircraft flight control knob with the return force, containing the backup channel|
    EP15762565.8A| EP3191365B1|2014-09-09|2015-09-09|Aircraft flight control inceptor with force-feedback having an emergency path|
    US15/509,739| US10279897B2|2014-09-09|2015-09-09|Aircraft flight control column device with force-feedback having an emergency group|
    PCT/EP2015/070561| WO2016038069A1|2014-09-09|2015-09-09|Aircraft flight control column device with force-feedback having an emergency group|
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