• 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:
    A braking system architecture for aircraft comprising: - a brake (20) comprising a plurality of electromechanical actuators (25), each electromechanical actuator (25) comprising a power module and a digital communication module (26), the modules digital communication of the brake being interconnected to form a digital network (30); - two control units (22a, 22b) adapted to generate digital control signals of the electric motors; a network interconnection device (23) connected to the two control units and integrated in the digital network for distributing the digital control signals to the digital communication modules via the digital network.
    公开号:FR3044296A1
    申请号:FR1561681
    申请日:2015-12-01
    公开日:2017-06-02
    发明作者:Dominique Onfroy；Brian Goyez；Steve Coustenoble；Eric Evenor
    申请人:Messier Bugatti Dowty SA；
    IPC主号:
    专利说明:

    1 / invention relates to the field of braking system architectures for aircraft.
    BACKGROUND OF THE INVENTION
    In aircraft, many embedded systems incorporate moving parts that must be set in motion.
    Among these moving parts, there are in particular wing elements (for example a fin, a flap, an airbrake), elements of the landing gear (for example a landing gear leg movable between an extended position and a retracted position, or a pusher of a brake of a wheel which slides opposite friction members of the brake), elements making it possible to implement turbines with variable geometry, elements of a pump or a mechanism of fuel metering, elements of the thrust reversers, elements of a pitch control mechanism of a propeller (for example on a helicopter or turboprop), etc.
    In modern aircraft, more and more electromechanical actuators are being used to move these moving parts. The advantages of using electromechanical actuators are many: simplicity of electrical distribution and control, flexibility, simplification of maintenance operations, etc.
    An electromechanical actuator conventionally comprises a movable actuating member which displaces the moving part, an electric motor intended to drive the movable actuating member and therefore the moving part, and one or more sensors of various parameters of the electromechanical actuator.
    An on-board electrical actuation system in which is integrated such an electromechanical actuator conventionally implements the following functions: development of a setpoint according to the function to be performed (for example, a setpoint speed or position or in force), measure one or more servo parameters of the electromechanical actuator (for example, speed, position, force), execution of a servo loop enabling the electromechanical actuator to reach the setpoint, generation a three-phase electrical power supply of the electric motor, and conversion by the electric motor of the electrical energy into a mechanical energy that drives the actuating member and therefore the moving part. Generally, the functions of execution of the control loop and of the generation of the electric supply current are implemented in one or more centralized computers: this is called a centralized architecture.
    Thus, with reference to FIG. 1, a known aircraft brake 1 comprises four electromechanical braking actuators 2 which are grouped into two distinct groups of two electromechanical actuators 2. The electromechanical actuators 2 of a distinct group are connected to the same centralized computer 3 located in the hold of the aircraft. The electric motor of each electromechanical actuator 2 receives a three-phase electric supply current from the centralized computer 3 to which the electromechanical actuator 2 is connected, and each electromechanical actuator 2 transmits measurements of a servocontrol parameter to the centralized computer 3 (by example of angular position measurements of the rotor of the electric motor).
    With reference to FIG. 2, the generation of the three-phase electric supply current of the electromechanical actuator 2 in such a centralized architecture is now described in greater detail. A "high level" external setpoint is generated by external setpoint generation means 14 and is transmitted to each centralized computer 3 via a digital bus 15 (transmission symbolized by reference T1 in FIG. 2). In the case of a braking system architecture, this external setpoint is representative of a braking demand generated by a pilot of the aircraft. The external setpoint is transmitted to processing means 6 of the centralized computer 3. The processing means 6 of the centralized computer 3 then execute the control and the control of the electromechanical actuator 2 including one or more control loops. The electromechanical actuator 2 transmits the measurements of a servo parameter (or of several servo parameters) made by a sensor 7 to the centralized computer 3, said measurements constituting the feedback signal of the servocontrol loop. The output signal of the servocontrol loop is transmitted to a power module driver 8 and then to a power module 9 of the centralized computer 3 which generates the three-phase electric power supply of the electric motor 10 of the electromechanical actuator 2 The electric motor 10 then drives the actuating member 11. The implementation of the servocontrol loop requires parameters stored in a memory 12 of the centralized computer 3. The power module 9 (which comprises, for example, an inverter ) of the centralized computer 3 is supplied by a supply unit 13 external to the centralized computer 3.
    Note that this centralized architecture has a number of disadvantages. First, with reference again to FIG. 1, it can be seen that the architecture presented requires the use of at least nine electrical wires by electromechanical actuator 2: three supply wires 16 for the three phases of the electric motor ( symbolized in FIG. 1 by a single line), four communication wires 17 (symbolized in FIG. 1 by a single line) to go back to the centralized computers 3, the angular position measurements of the rotor of the electric motor 10, and two wires of 18 power supply (symbolized in Figure 1 by a single line) to supply a locking member of the electromechanical actuator 2 for implementing park braking. These electrical son 16, 17, 18 are integrated in harnesses that run from the hold of the aircraft to the brake 1 and are therefore bulky and heavy. The large length of the harnesses in which the power supply wires 16 and therefore the power supply currents of the electric motors 10 make it necessary to use common mode current filter circuits which increase the mass, the complexity and the cost of the computers. 3.
    OBJECT OF THE INVENTION The object of the invention is to reduce the size, mass, complexity and cost of a braking system.
    SUMMARY OF THE INVENTION
    In order to achieve this goal, an aircraft braking system architecture is proposed comprising: a brake for braking a wheel of the aircraft, the brake comprising friction members and a plurality of electromechanical actuators for applying a braking force on the friction members and thereby exert a braking torque on the wheel, each electromechanical actuator comprising a body in which are integrated an electric motor, a power module for generating a power supply of the electric motor and a digital communication module, the digital communication modules of the electromechanical brake actuators being interconnected to form a digital network; - A power supply unit for supplying the power modules by supplying them with a supply voltage; two control units adapted to generate digital control signals of the electric motors for the digital communication modules which transmit the digital control signals to the power modules so that each power module generates the supply current from the supply voltage and digital control signals intended for it; a network interconnection element connected to the two control units and integrated in the digital network for distributing the digital control signals to the digital communication modules via the digital network.
    The generation of electric motor supply currents by the power modules positioned inside the electromechanical actuators makes it possible to reduce the number of electric wires flowing from the aircraft hold to the brake, and thus to reduce the mass and the congestion of the harnesses in which these electrical wires are integrated. Since the motor supply current no longer circulates in these harnesses, the use of common mode current filter circuits is also no longer necessary. This reduces the mass, complexity and cost of the control units.
    It is further noted that the communalisation of the control functions and the arrangement of communication modules in a digital network make it easy to integrate (or remove) an actuator in the architecture. The architecture is therefore particularly flexible and can be used on different programs, which reduces its cost. Other characteristics and advantages of the invention will emerge on reading the following description of particular, non-limiting embodiments of the invention.
    BRIEF DESCRIPTION OF THE DRAWINGS
    Reference will be made to the appended drawings in which: FIG. 1 represents a braking system architecture of the prior art; FIG. 2 represents an actuating system of the prior art comprising a centralized computer and an electromechanical actuator, the actuation system being intended to be integrated in the architecture of FIG. 1; FIG. 3 represents a braking system architecture according to a first embodiment of the invention; FIG. 4 represents a braking system architecture according to a second embodiment of the invention; FIG. 5 represents an actuating system according to a first embodiment intended to be integrated in one of the architectures of the invention; FIG. 6 represents an actuation system according to a second embodiment intended to be integrated in one of the architectures of the invention; FIG. 7 represents an actuating system according to a third embodiment intended to be integrated in one of the architectures of the invention; FIG. 8 represents an actuation system according to a fourth embodiment intended to be integrated into one of the architectures of the invention. DETAILED DESCRIPTION OF THE INVENTION The invention is implemented here on an aircraft which comprises a plurality of main undercarriages each carrying a plurality of so-called "braked" wheels, that is to say a plurality of wheels equipped with a brake. to brake the aircraft. The present description relates to a single braked wheel, but the invention applies of course in the same way to all or part of the braked wheels of the aircraft.
    With reference to FIG. 3, a braking system architecture according to a first embodiment of the invention thus comprises a brake 20 intended to brake a wheel of the aircraft, a first feed unit 21a, a second drive unit 21b supply, a first control unit 22a, a second control unit 22b and a network switch 23 (or "switch"). It is noted here that it would be perfectly possible, in place of the network switch, to use a different network interconnection element, such as a router or a hub.
    The brake 20 comprises an actuator holder on which are mounted four electromechanical braking actuators 25a, 25b, 25c, 25d and friction members, in this case a stack of carbon disks.
    The four electromechanical actuators 25 are used to apply a braking force on the stack of carbon disks and thus exert a braking torque on the wheel which slows down the rotation of the wheel and thus brakes the aircraft when it is on the ground .
    Each electromechanical actuator 25 comprises a body attached to the actuator holder, a pusher and a locking member adapted to lock in position the pusher. An electric motor, a power module and a digital communication module 26 are integrated inside the body of each electromechanical actuator 25.
    The pusher is actuated by the electric motor to slide and apply the braking force to the stack of carbon discs.
    The power module makes it possible to generate an alternating supply current which circulates in three phases of the electric motor when it is necessary to actuate the pusher and thus to brake the wheel. The power module comprises for this purpose an inverter comprising a plurality of switches which are controlled so as to transform a DC supply voltage Vc into a three-phase AC voltage under which the power supply current of the electric motor is generated.
    The supply voltages Vc received by the power modules of the four electromechanical actuators 25 of the brake 20 come from the first power supply unit 21a and the second power supply unit 21b.
    The four electromechanical actuators 25 are grouped into a first and second distinct groups, the first group comprising the electromechanical actuators 25a and 25b and the second group comprising the electromechanical actuators 25c and 25d.
    The first power supply unit 21a supplies the supply voltage Vc to the power modules of the electromechanical actuators 25a and 25b of the first group, while the second supply unit 21b supplies the supply voltage to the power modules of the electromechanical actuators. 25c and 25d of the second group.
    To receive the supply voltage Vc, each electromechanical actuator 25 is connected by two power supply wires 28 to the first power supply unit 21a or the second power supply unit 21b.
    The first feed unit 21a and the second feed unit 21b are positioned in the hold, in the fuselage of the aircraft, at the top of the lander.
    The power module of each electromechanical actuator 25 also uses a digital control signal Sc to control the switches of the inverter.
    The digital control signals Sc of the four electromechanical actuators 25 are generated by the first control unit 22a and by the second control unit 22b.
    This time, each control unit 22 generates digital control signals Sc destined for two or four electromechanical actuators 25. The first control unit 22a and the second control unit 22b are thus redundant, so that the loss of the one of the two control units 22 does not lead to the total loss of braking.
    The first control unit 22a and the second control unit 22b are positioned in the hold, in the fuselage of the aircraft, at the top of the lander.
    The distribution of the digital control signals Sc to the power modules of the four electromechanical actuators 25 is performed via the digital communication modules 26 of the four electromechanical actuators 25, each digital communication module 26 of an electromechanical actuator 25 transmitting to the power module and therefore to the inverter of the power module of said electromechanical actuator 25 the digital control signals Sc which are intended for it.
    The digital communication modules 26 of the four electromechanical actuators 25 are interconnected to form a digital network 30 (digital network is thus meant here a set of interconnected communicating devices and exchanging data in the form of digital signals). The digital network 30 here has a ring topology.
    The network switch 23, which is connected to the first control unit 22a and the second control unit 22b, is integrated in the digital network 30.
    The network switch 23 is thus connected to the digital communication modules 26 of two electromechanical actuators of the brake 25a and 25c, so as to constitute also one of the entities forming the closed loop of the digital ring network 30, the digital communication modules 26 of the four electromechanical actuators 25 constituting the other entities. Each entity (digital communication module 26 or network switch 23) of the digital network 30 is connected by four electrical communication wires 32 to two separate entities.
    The network switch 23 manages the operation of the digital network 30 by distributing the digital control signals Sc coming from the first control unit 22a and the second control unit 22b to the digital communication modules 26 via the digital network 30.
    The network switch 23 is here positioned with the first control unit 22a and with the second control unit 22b in the same housing (which is therefore positioned in the hold, in the fuselage of the aircraft, at the top of the lander).
    Thus, the transmission to the digital communication modules 26 and thus to the power modules of the digital control signals Sc coming from the control units 22, and the supply of the power modules by the supply voltages Vc originating from the units of Power supply 21 require sixteen electrical wires that run from the top of the undercarriage to the brake 20, instead of thirty-six electrical son of the architecture of Figure 1 (or more in the case where the actuator integrates other organs: other sensors, etc.).
    Note that the digital network 30 just described is not only used to transmit the digital control signals Sc to the power modules of the electromechanical actuators 25.
    Sm digital signals are also transmitted from the brake 20 to the control units 22 via the digital network 30 and thus via the network switch 23.
    The digital signals Sm first comprise digital measurement signals emitted by the digital communication modules 26 and coming from sensors integrated into the electromechanical actuators 25. The digital measurement signals are here signals for measuring the angular position of the rotors. electric motors, measuring signals of the power supply currents of the electric motors, and measurement signals of the force produced by the actuating member of the electromechanical actuators 25.
    The angular position measuring signals come, for each electromechanical actuator 25, from an angular position sensor integrated in said electromechanical actuator 25.
    The current measurement signals come, for each electromechanical actuator 25, from a current sensor integrated in said electromechanical actuator 25.
    The force measurement signals come, for each electromechanical actuator 25, from a force sensor integrated in said electromechanical actuator 25.
    The angular position, current and effort measurement signals are digitized by the communication modules 26, transmitted on the digital network 30 and used by the control units 22 to generate the digital control signals Sc and to drive the electric motors. four electromechanical actuators 25.
    The digital signals Sm then comprise monitoring signals of the electromechanical actuators 25 emitted by the digital communication modules 26.
    The monitoring signals of the electromechanical actuators 25 are intended to provide a state of the electromechanical actuators 25 from which the control units 22 may possibly make the decision to control a maintenance operation, or to deactivate fully or partially one or more electromechanical actuators. 25.
    Finally, the upstream digital signals Sm comprise measurement signals transmitted to the electromechanical actuators by an external sensor located on the wheel or on the brake (not shown in FIG. 3). The external sensor is here a tachometer for measuring a speed of rotation of the wheel. The external sensor is integrated in the digital network 30 (it also forms an entity of the digital ring network). It comprises a digital interface which, like the previously mentioned digital communication modules 26, allows the external sensor to transmit the rotational speed measurements of the wheel to the control units 22 via the digital network 30.
    Furthermore, in addition to the digital control signals Sc, additional digital downlink signals Sd are transmitted from the control units 22 to the brake 20 via the digital network 30.
    The additional digital downlink signals Sd comprise, firstly, functional test command signals and electromechanical actuator sanctioning signals 25.
    The functional test order signals trigger the execution of functional tests by the electromechanical actuators 25 to establish diagnostics relating to the operation of the electromechanical actuators 25 (and, possibly, relating to the efficiency of the communications from and to the destination electromechanical actuators 25).
    The sanction order signals allow the control units 22 to "sanction" an electromechanical actuator 25 by completely or partially deactivating it, or by excluding its digital communication module 26 from the digital network 30.
    The additional downlink digital signals Sd also comprise control signals from another equipment mounted on the wheel, in this case a brake fan (not shown in FIG. 3). The brake fan is integrated in the digital network 30 (it also forms a ring digital network entity). It comprises a digital interface which, like the aforementioned digital communication modules 26, allows the brake fan to receive the control signals from the control units 22 via the digital network 30.
    In the braking system architecture according to a second embodiment of the invention, visible in FIG. 4, the digital network is this time a digital star network 40.
    The network switch 23 forms a node of the digital star network 40 to which are connected all the electromechanical actuators 25 of the brake 20.
    Note that the braking system architecture according to the second embodiment of the invention comprises, besides the four electromechanical actuators 25, the two power supply units 21, the two control units 22 and the network switch 23. , a connection box 41 mounted on the actuator carrier of the brake 20.
    The four electromechanical actuators 25, the two power supply units 21, the two control units 22 and the network switch 23 are connected to the connection box 41.
    The connection box 41 receives the DC supply voltages and the digital downstream signals mentioned above, and distributes them to the electromechanical actuators 25 as well as to the tachometer and the brake blower. The connection box 41 also receives the digital uplink signals mentioned above, and distributes them to the network switch 23 which transmits them to the two control units 22.
    Advantageously, and whatever the embodiment of the braking system architecture, the locking member of each electromechanical actuator 25 is also integrated in the digital network 30 or 40. The locking member is then powered locally to from the supply voltage received by the electromechanical actuator 25 and coming from one of the power supply units 21. The locking member receives control commands via the digital network 30, 40 and transmits a status on the digital network 30, 40.
    The manner in which each control unit 22 controls one of the four electromechanical actuators 25 is now described in more detail, and thus generates the digital control signals Sc destined for this electromechanical actuator 25.
    With reference to FIG. 5, it is considered that one of the two control units 22 and one of the four electromechanical actuators 25 form an actuation system according to a first embodiment which, in addition to the control unit 22 and The electromechanical actuator 25 comprises a digital transmission channel 50 which connects the control unit 22 and the electromechanical actuator 25. The following of course applies to both the control units 22 and the four electromechanical actuators 25 described above. early.
    In the braking system architectures of FIGS. 3 and 4, the digital transmission channel 50 is formed by the electrical wires which connect the control unit 22 to the network switch 23, by the network switch 23, by the connection box 41 with regard to FIG. 4, and by the various elements of the digital network (electrical wires, communication modules 26 of other electromechanical actuators 25) which separate the digital communication module 26 from the electromechanical actuator 25 in question from the network switch 23. The control unit 22 comprises processing means 52 and a digital communication interface 53.
    As we saw earlier, the electromechanical actuator 25 comprises a communication module 26, a power module 54, an electric motor 55, a pusher 56 and measuring means 59 comprising sensors (current sensor, sensor angular position and force sensor). The power module 54 comprises an inverter driver 57 and an inverter 58. The electromechanical actuator 25 further comprises a non-volatile memory 60 in which stored data 61 are stored including configuration data 62 specific to the electromechanical actuator. 25.
    The configuration data 62 include servo parameters 63 specific to the electromechanical actuator 25 whose role is explained below.
    The non-volatile memory 60, programmed during the manufacture of the electromechanical actuator 25, is compatible with the environmental conditions (temperature, vibrations, shocks, electromagnetic disturbances, etc.) experienced by the electromechanical actuator 25 which is mounted on an electromechanical actuator 25. brake actuator holders. The nonvolatile memory 60 is advantageously integrated in a semiconductor component of the digital communication module 26.
    The angular position measured by the angular position sensor of the electromechanical actuator 25 and the current measured by the current sensor of the electromechanical actuator 25 constitute servocontrol quantities of the electromechanical actuator 25.
    The measuring means 59 convert the measurements of the servo variables into digital measurement signals representative of the servo variables.
    To control the electromechanical actuator 25, the processing means 52 of the control unit 22 execute a servocontrol algorithm 67 whose executable code 65 is stored in a memory 66 of the processing means 52. The servocontrol algorithm 67 implements three servocontrol loops for controlling the power module 54 of the electromechanical actuator 25 via the digital channel 50: a current-torque control loop, a speed-control loop and a control loop. servo loop in position.
    Each servocontrol loop has as setpoint signal a setpoint generated by external setpoint generation means 51.
    The three servo loops are nested: the output of one servo loop is the input of another loop.
    The position control loop receives a setpoint generated by the external setpoint generation means 51. The position control loop transmits an instruction to the speed control loop which transmits one to the servo control loop. current / torque.
    The current / torque control loop has as its feedback signal the digital measurement signal representative of the current, and the speed and position servo loops have as their return signals the measurement signals representative of the angular position. The return signals are transmitted by the communication module 26 of the electromechanical actuator 25 to the control unit 22 via the digital transmission channel 50 (transmission T2 in FIG. 5).
    The current / torque control loop produces a digital control signal of the electric motor 55 to the power module 54 (transmission T3 in FIG. 5). The digital control signal comprises in this case a duty cycle for controlling switches of the inverter 58.
    The digital control signals are transmitted to the power module 54 of the electromechanical actuator 25 via the digital interface 53 of the control unit 22, the digital transmission channel 50 and the digital communication module 26 of the electromechanical actuator 25 (transmission T3 in FIG. 5). The inverter driver 57 of the power module 54 then drives the inverter 58 which generates a supply current of the electric motor 55 to drive the pusher 56 of the electromechanical actuator 25 in accordance with the instruction.
    The implementation of the control loops uses the control parameters 63 specific to the electromechanical actuator 25, which here comprise a proportional coefficient, an integral coefficient and a derivative coefficient, and a limitation in position, a limitation in speed and a current limitation of the electromechanical actuator 25.
    Before the use of the electromechanical actuator 25, for example at the moment of powering up the control unit 22 and the electromechanical actuator 25, the processing means 52 of the control unit 22 acquire the parameters servocontrol 63 stored in the nonvolatile memory 60 of the electromechanical actuator 25 and integrate them in the servo loops (transmission T4 in Figure 5). The processing means 52 then have all the data necessary to execute the servocontrol algorithm 67 and the servo loops.
    Thus, any change in the design of the electromechanical actuator 25 requiring a modification of the servo parameters 63 specific to the electromechanical actuator 25 can be implemented only by storing the new servo parameters 63 in the non-volatile memory 60 of the electromechanical actuator 25, and therefore without modifying the control unit 22. The costs related to this change in the design of the electromechanical actuator 25 are reduced.
    With reference to FIG. 6, the actuation system according to a second embodiment again comprises the control unit 22, the electromechanical actuator 25 and the digital transmission channel 50.
    The nonvolatile memory 60 of the electromechanical actuator 25 of the actuation system according to the second embodiment is also used to parameterize other algorithms.
    Thus, the configuration data 62 of the stored data 61 stored in the nonvolatile memory 60 comprise, in addition to the servocontrol parameters 63 of the servocontrol algorithm 67, parameters 70 of a fault detection algorithm 71, d. a trend tracking algorithm 72 and a cycle counting algorithm 73. The fault detection algorithm 71, the trend tracking algorithm 72 and the cycle counting algorithm 73 are stored in the memory Processing means 52 of the control unit 22. When one of these algorithms 71, 72, 73 is to be executed, the control unit 22 acquires the corresponding parameters 70 (transmission T5 on the Figure 6).
    With reference to FIG. 7, the actuation system according to a third embodiment again comprises the control unit 22, the electromechanical actuator 25 and the digital transmission channel 50.
    The non-volatile memory 60 of the electromechanical actuator 25 of the actuation system according to the third embodiment is also used to store an identifier 80 of a servocontrol algorithm to be used for the electromechanical actuator 25.
    Thus, the configuration data 62 of the stored data 61 stored in the nonvolatile memory 60 comprise an identifier 80 which enables the processing means 52 of the control unit 22 to select the servocontrol algorithm to be used from among a list of servo algorithms stored in the memory 66 of the processing means 52.
    The list of servocontrol algorithms includes a servo control algorithm 81 for an electromechanical actuator having an AC motor, a servo control algorithm 82 for an electromechanical actuator having a DC motor, a servo control algorithm 83 for an electromechanical actuator having a torque motor, a servo control algorithm 84 for an electromechanical actuator having a stepper motor.
    The electric motor 55 of the electromechanical actuator 25 is here an AC motor. Thus, before the use of the electromechanical actuator 25, for example at the moment of powering up the control unit 22 and the electromechanical actuator 25, the processing means 52 of the control unit 22 acquire the identifier 80 stored in the non-volatile memory 60 of the electromechanical actuator 25 (transmissions T6 and T6 'in FIG. 7). The processing means 52 then select and execute the servo algorithm 81 for an electromechanical actuator having an AC motor.
    Thus, a change of technology of the electric motor 55 of the electromechanical actuator 25 which requires the use of a different servo-control algorithm previously stored in the memory 66 of the processing means 52 can be implemented only by storing the new identifier in the non-volatile memory 60 of the electromechanical actuator 25 without modifying the control unit 22.
    With reference to FIG. 8, the actuation system according to a fourth embodiment again comprises the control unit 22, an electromechanical actuator 25 and a digital transmission channel 50.
    The non-volatile memory 60 of the electromechanical actuator 25 of the actuation system according to the fourth embodiment is also used to store an executable code 90 of a servocontrol algorithm already parameterized of the electromechanical actuator 25.
    Thus, before the use of the electromechanical actuator 25, for example at the moment of powering up the control unit 22 and the electromechanical actuator 25, the processing means 52 of the control unit 22 acquire the executable code 90 of the servo algorithm in the non-volatile memory (transmissions T7 in FIG. 8).
    The design of the control unit 22 does not therefore require a prior definition of the servocontrol algorithm.
    It will be noted here that the executable code of any type of algorithm may be stored in the nonvolatile memory 60, and not only the executable code of a servocontrol algorithm (for example, the executable code of a detection algorithm of failure and / or trend tracking algorithm and / or cycle counting algorithm).
    Advantageously, and whatever the embodiment of the actuation system described above, the nonvolatile memory 60 of the electromechanical actuator 25 can be used to store configuration data including calibration data of the electromechanical actuator 25. The calibration data can be used by the control unit 22 to correct one or more control loop setpoint signals or digital measurement signals. The calibration data are, for example, data enabling a slope correction, an offset correction, or a correction as a function of parameters measured by the sensors of the electromechanical actuator 25.
    Storing the calibration data in the non-volatile memory 60 of the electromechanical actuator 25 makes it possible to simplify the development of the electromechanical actuator 25 during its design and manufacture, and thus to reduce the costs of design and manufacture. Manufacture of the electromechanical actuator 25. The performance of the system is further improved by calibrating the electromechanical actuator 25 with the aid of the calibration data.
    Advantageously, and whatever the embodiment of the actuation system described above, the nonvolatile memory 60 may contain data supplied by the control unit 22. The nonvolatile memory 60 is in this case accessible in read and write mode. Writing by the control unit 22. The stored data travels between the electromechanical actuator 25 and the control unit 22 by the transmission channel 50, whatever the direction of this path.
    The data supplied by the control unit 22 here comprises information of use of the electromechanical actuator 25, which are produced from other data stored in the non-volatile memory 60 of the electromechanical actuator 25, or which are obtained by the execution of any algorithm by the control unit 22.
    By storing the usage information relating to the electromechanical actuator 25 in its nonvolatile memory 60, future maintenance operations are facilitated. A maintenance operator will have access to the usage information of the electromechanical actuator 25 without it being necessary to configure the control unit 22 or the electromechanical actuator 25 in a particular maintenance configuration. future repair operations. A repair operator will have access to the usage information of the electromechanical actuator 25 without the need to transfer data from the control unit 22.
    Advantageously, and whatever the embodiment of the actuation system described above, the nonvolatile memory 60 may contain other information useful for the servo control algorithm, the monitoring, the maintenance, the production and Upon delivery of the electromechanical actuator 25. Among these other information, there may be mentioned, for example, the reference or serial number of the electromechanical actuator 25.
    This information may in particular be used during the initialization phase of the electromechanical actuator 25.
    Advantageously, and whatever the embodiment of the actuation system described above, the storage of the stored data 61 in the non-volatile memory 60 is protected by a control tool of the redundancy check type which ensures the integrity of the data. stored 61 and detecting a corruption of these stored data.
    Advantageously, and whatever the embodiment of the actuation system described above, the transmission channel 50 consists of a fast channel and a slow channel.
    Digital data that requires fast transmission (real-time transmission type) passes through the fast channel. These include digital control signals and digital measurement signals used in control loops.
    Digital data that does not require fast transmission passes through the slow channel. This includes stored data 61 of the nonvolatile memory 60 during writing or reading of these stored data 61.
    The stored data 61 may also be accessible for reading and / or writing by a wireless interrogation device using RFID type technology. This wireless access is particularly advantageous for performing maintenance operations on the electromechanical actuator 25.
    Advantageously, the communication module comprises an ASIC type component that can be developed for several types of electromechanical actuators, which reduces the so-called "non-recurring" costs of developing these electromechanical actuators. The invention is not limited to the particular embodiments that have just been described, but, on the contrary, covers any variant within the scope of the invention as defined by the claims.
    Although it has been indicated that the external sensor is a tachometer, it is perfectly possible to provide one or more different external sensors, for example a temperature sensor of the stack of disks (typically a thermocouple), or a pressure sensor. a tire of the wheel, or a braking torque sensor.
    Although it has been described here that each electromechanical actuator comprises a non-volatile memory in which the configuration data and the servo parameters are stored, the non-volatile memories can be perfectly integrated in the control units.
    权利要求:
    Claims (20)
    [1" id="c-fr-0001]
    A braking system architecture for an aircraft, comprising: a brake (20) for braking a wheel of the aircraft, the brake comprising friction members and a plurality of electromechanical actuators (25) for applying a force of braking on the friction members and thereby exert a braking torque on the wheel, each electromechanical actuator (25) comprising a body in which are integrated an electric motor, a power module for generating a power supply of the electric motor and a digital communication module (26), the digital communication modules of the electromechanical brake actuators being interconnected to form a digital network (30; 40); - A power supply unit (21) for supplying the power modules by supplying them with a supply voltage (Vc); two control units (22a, 22b) adapted to generate digital control signals (Sc) of the electric motors for the digital communication modules which transmit the digital control signals to the power modules so that each power module generates the supply current from the supply voltage and the digital control signals intended for it; a network interconnection device (23) connected to the two control units and integrated in the digital network for distributing the digital control signals to the digital communication modules via the digital network.
    [2" id="c-fr-0002]
    The architecture of claim 1, wherein the network interconnection device is a switch or router or hub.
    [3" id="c-fr-0003]
    3. Architecture according to claim 1, wherein each power module comprises an inverter.
    [4" id="c-fr-0004]
    The architecture of claim 1, wherein the digital network (30) is a ring network and wherein the network interconnection device (23) and the digital communication modules (26) are ring network entities. .
    [5" id="c-fr-0005]
    The architecture of claim 1, wherein the digital network (40) is a star network, and wherein the network interconnection device (23) is a node of the star network.
    [6" id="c-fr-0006]
    6. Architecture according to claim 5, further comprising a connection box (41) mounted on the brake and to which are connected the network interconnection device, the power supply unit, the power modules and the communication modules. digital.
    [7" id="c-fr-0007]
    7. Architecture according to one of the preceding claims, wherein the two control units (22a, 22b) and the network interconnection member (23) are located in the same housing.
    [8" id="c-fr-0008]
    8. Architecture according to one of the preceding claims, comprising two power supply units (21a, 21b), each power unit being intended to power a separate group of power modules.
    [9" id="c-fr-0009]
    9. Architecture according to one of the preceding claims, wherein upstream digital signals (Sm) are transmitted from the brake to the control units via the digital network.
    [10" id="c-fr-0010]
    10. The architecture of claim 9, wherein the digital uplink signals comprise measurement signals emitted by the digital communication modules and from sensors integrated in the electromechanical actuators.
    [11" id="c-fr-0011]
    11. Architecture according to claim 10, wherein the integrated sensors comprise angular position sensors of the rotors of the electric motors and / or sensors of the supply currents of the electric motors and / or force sensors.
    [12" id="c-fr-0012]
    12. Architecture according to claim 9, wherein the digital uplink signals comprise monitoring signals of the electromechanical actuators emitted by the digital communication modules.
    [13" id="c-fr-0013]
    13. Architecture according to claim 9, wherein the upright digital signals comprise measurement signals emitted by a sensor external to the electromechanical actuators located on the wheel and / or the brake and integrated in the digital network.
    [14" id="c-fr-0014]
    14. Architecture according to claim 13, wherein the external sensor comprises a sensor of a brake friction member temperature and / or a sensor of a tire pressure of the wheel and / or a sensor of a speed of rotation of the wheel and / or a braking torque sensor.
    [15" id="c-fr-0015]
    15. Architecture according to claim 9, wherein the uplink digital signals comprise status signals emitted by electromechanical actuator locking members which are integrated in the digital network.
    [16" id="c-fr-0016]
    16. Architecture according to one of the preceding claims, wherein, in addition to the digital control signals, additional digital downlink signals (Sd) are transmitted from the control units to the brake via the digital network.
    [17" id="c-fr-0017]
    The architecture of claim 16, wherein the additional digital downlink signals include functional test order signals and / or penalty order signals of the electromechanical actuators.
    [18" id="c-fr-0018]
    18. Architecture according to claim 17, wherein the additional digital downlink signals comprise control signals of another equipment mounted on the wheel and / or the brake.
    [19" id="c-fr-0019]
    The architecture of claim 18, wherein the other equipment is a brake fan.
    [20" id="c-fr-0020]
    20. Architecture according to claim 16, wherein the additional digital downlink signals comprise electromechanical actuator locking member signals which are integrated in the digital network.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3176083B1|2019-01-02|Architecture of an aircraft braking system
    EP3176655B1|2020-09-09|Actuating system for an aircraft
    EP1739010B1|2008-06-04|Distributed architecture of aircraft undercarriage control system
    CA2722402C|2013-04-30|Piloting network for single- or multi-engine actuators, specifically adapted to aeronautical applications such as feeding latching assembly motors
    WO2010103233A1|2010-09-16|Distributed flight control system implemented according to an integrated modular avionics architecture
    CA2810117A1|2013-09-21|Electromechanical braking system for aircraft
    FR2899040A1|2007-09-28|Aircraft`s e.g. airplane, power system e.g. braking system, has synchronous machines connected in parallel to three phase inverter, and drive module supplying inverter and receiving measured values of phase currents
    FR2930921A1|2009-11-13|ELECTROMECHANICAL BRAKE SYSTEM WITH DISTRIBUTED ARCHITECTURE
    EP2293429B1|2019-02-27|Secured surveillance and control device for an aircraft handling actuator
    FR3072924B1|2019-10-25|ELECTRICAL EQUIPMENT FOR CONNECTING TO AN ELECTROMECHANICAL BRAKING ACTUATOR AND A DRIVING ELECTROMECHANICAL ACTUATOR
    EP3505402A1|2019-07-03|Electrical harness
    EP3483063B1|2020-11-25|Architecture of an aircraft braking system
    CA2797287C|2018-05-29|Actuation of the blades of an unstreamlined air blower
    WO2018069637A1|2018-04-19|System for powering and controlling electrically controlled actuators installed in an aircraft
    EP2926435A2|2015-10-07|Generic configurable electric part
    FR3110137A1|2021-11-19|Distributed aircraft braking system architecture
    FR3058278A1|2018-05-04|SYSTEM FOR SUPPLYING ELECTRIC ACTUATORS ON AIRCRAFT
    FR3107033A1|2021-08-13|Method of piloting an aircraft taxing system
    同族专利:
    公开号 | 公开日
    US20170152027A1|2017-06-01|
    FR3044296B1|2017-12-29|
    CN107021211B|2019-08-20|
    EP3176083A1|2017-06-07|
    EP3176083B1|2019-01-02|
    CN107021211A|2017-08-08|
    US9950785B2|2018-04-24|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1498332A1|2003-07-16|2005-01-19|Messier Bugatti|Device for protection against accidental braking adapted to an electromechanical brake|
    EP1739010A1|2005-06-27|2007-01-03|Messier-Bugatti|Distributed architecture of aircraft undercarriage control system|
    EP2316701A1|2009-10-30|2011-05-04|Messier Bugatti|Architecture of an electromechanical braking system|
    EP2719592A1|2012-10-09|2014-04-16|Messier-Bugatti-Dowty|An electromechanical braking system architecture|WO2021018988A1|2019-07-30|2021-02-04|Safran Landing Systems|Wheel braking device|DE69904592T2|1999-05-14|2003-10-02|Hydro Aire Inc|DOUBLE-REDEEMED CONTROL ARCHITECTURE FOR A BRAKING SYSTEM ACCORDING TO THE "BRAKE-BY-WIRE" PRINCIPLE|
    US7766431B2|2006-12-22|2010-08-03|The Boeing Company|System and method for an autobrake function for an aircraft electric brake system|
    FR2988373B1|2012-03-21|2014-04-25|Messier Bugatti Dowty|ELECTROMECHANICAL BRAKE SYSTEM FOR AN AIRCRAFT|
    GB2520694A|2013-11-27|2015-06-03|Airbus Operations Ltd|Aircraft electric braking system|KR20180125240A|2017-05-15|2018-11-23|주식회사 만도|Electrical Parking Brake|
    US10458499B2|2017-10-20|2019-10-29|Akebono Brake Industry Co., Ltd.|Multi-caliper brake assembly per rotor|
    FR3073203B1|2017-11-08|2019-12-13|Safran Landing Systems|BRAKE SYSTEM ARCHITECTURE FOR AIRCRAFT|
    FR3075491B1|2017-12-14|2019-12-20|Safran Landing Systems|ELECTRIC HARNESS|
    US10829211B2|2018-04-23|2020-11-10|Goodrich Corporation|Local digital conversion for force and position signals for electric actuation control|
    FR3082503B1|2018-06-14|2020-09-04|Safran Landing Systems|EMERGENCY BRAKING PROCESS OF AN AIRCRAFT|
    FR3083271B1|2018-06-27|2020-09-04|Safran Landing Systems|CONTROL PROCEDURE FOR A THREE-POSITION DRAWER DISPENSER|
    FR3095792B1|2019-05-06|2021-04-16|Safran Landing Systems|Method of controlling an electric braking system and an aircraft electric braking system|
    FR3110137A1|2020-05-12|2021-11-19|Safran Landing Systems|Distributed aircraft braking system architecture|
    法律状态:
    2016-12-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-02| PLSC| Publication of the preliminary search report|Effective date: 20170602 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-07-20| CD| Change of name or company name|Owner name: SAFRAN LANDING SYSTEMS, FR Effective date: 20180618 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-17| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1561681A|FR3044296B1|2015-12-01|2015-12-01|ARCHITECTURE OF BRAKE SYSTEM FOR AERONOEF.|FR1561681A| FR3044296B1|2015-12-01|2015-12-01|ARCHITECTURE OF BRAKE SYSTEM FOR AERONOEF.|
    EP16200605.0A| EP3176083B1|2015-12-01|2016-11-24|Architecture of an aircraft braking system|
    US15/365,017| US9950785B2|2015-12-01|2016-11-30|Architecture of an aircraft braking system|
    CN201611273082.2A| CN107021211B|2015-12-01|2016-11-30|The framework of aircraft brake|
    [返回顶部]