A method and system for controlling a hatch actuator

Abstract

This invention relates to a method and system for controlling a door actuator. In this method, by separately powering the motor and controller, the controller remains continuously energized throughout the flight cycle, thereby receiving signals from a locking sensor, a latch sensor, a wheel load sensor, and a door control switch on the control panel. This ensures that the electromagnetic brake in the door actuator is energized and unlocked after the door is closed and during flight, allowing the output screw to enter its free travel and preventing the door actuator from participating in pressurization load bearing.

Description

Technical Field

[0001] This invention relates to the field of aircraft electromechanical control, and more specifically, to a method and system for controlling a cabin door actuator. Background Technology

[0002] For cargo doors with an outward-opening structure on aircraft, the stress on the cargo door during flight is as follows: Figure 1 As shown. Besides being subjected to gravity, the rebound force of the sealing ring, the tension of the latch mechanism, and the tension of the key-hinged door, the cargo door is also subjected to pressurization loads. For outward-opening cargo doors, linear actuators are installed between the door and the fuselage for opening and closing the cargo door from the ground. As the aircraft's cabin pressurization pressure changes with altitude, the cargo door deforms outwards in the air due to the pressure difference. The key-hinged door, latch mechanism, linear actuator, and support all bear the continuous pressurization load during flight. This condition places high demands on the actuator's strength and fatigue resistance. Traditional linear actuators are locked in mid-air by power failure; therefore, the pressurization load will stretch the actuator located between the fuselage and the door.

[0003] The traditional solution is to increase the strength and fatigue resistance of the actuator. Since the linear actuator and its support are continuously subjected to pressurized loads during flight that cannot be released, it is necessary to assess whether the actuator strength needs to be strengthened based on the pressurized load, and to verify the actuator's fatigue resistance under pressurized scenarios, conducting full-life-cycle actuator life tests. This approach increases the requirements for actuator strength and fatigue resistance, increases the complexity of design and verification, and therefore increases development costs.

[0004] To ensure the reliability and lifespan of actuators while reducing the complexity of actuator design and verification, a simple and reliable control architecture and control method need to be found. Summary of the Invention

[0005] This summary is provided to introduce, in a simplified form, some concepts that will be further described in the following detailed description section. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to help determine the scope of the claimed subject matter.

[0006] To address the shortcomings of existing technologies, this invention proposes a method and system for controlling a door actuator, enabling the release of loads acting on the actuator after aircraft pressurization, thereby improving the actuator's reliability and service life. In this method, by providing separate power supplies to the motor and controller, the controller remains continuously energized throughout the flight cycle. This allows it to receive signals from the locking sensor, latch sensor, wheel load sensor, and control panel door switch, ensuring that the electromagnetic brake in the door actuator is energized and unlocked after door closure and during flight, allowing the output lead screw to enter its free travel and preventing the door actuator from participating in pressurization load bearing.

[0007] In one embodiment of the present invention, a method for controlling a hatch actuator is disclosed, the hatch actuator including an electromagnetic brake, a motor, and a lead screw, the method comprising:

[0008] When the aircraft is on the ground, after completing the door closing action, confirm whether both the latch position signal and the lock position signal are valid;

[0009] If both the latch-in signal and the lock-in signal are valid, power is supplied to the electromagnetic brake to energize and release it.

[0010] The power to the motor is cut off when the aircraft is in the air; and

[0011] Maintain power supply to the electromagnetic brake to keep it energized and de-energized.

[0012] In one embodiment of the present invention, the latch position signal and the lock position signal are respectively from the latch sensor and the lock sensor.

[0013] In one embodiment of the invention, whether the aircraft is on the ground or in the air is determined by wheel-mounted sensors.

[0014] In one embodiment of the invention, the motor and the electromagnetic brake are each powered by a separate power source.

[0015] In one embodiment of the invention, the motor and the electromagnetic brake are controlled by a controller.

[0016] In one embodiment of the invention, when the aircraft is in the air, the lead screw enters free travel so that the door actuator does not participate in pressurization load bearing.

[0017] In another embodiment of the present invention, a system for controlling a hatch actuator is disclosed, the hatch actuator including an electromagnetic brake, a motor and a lead screw, the system comprising:

[0018] A locking sensor and a latch sensor are respectively configured to determine whether the locking and latching are in place and, when in place, send a locking-in signal and a latch-in signal; and

[0019] The controller is configured to:

[0020] When the aircraft is on the ground, after the door closing action is completed, it is determined whether the lock-in signal and the latch-in signal received from the lock sensor and the latch sensor are both valid.

[0021] The electromagnetic brake is activated after confirming that both the lock-in signal and the latch-in signal are valid.

[0022] Power on the device and release the brake;

[0023] The power to the motor is cut off when the aircraft is in the air; and

[0024] Maintain power supply to the electromagnetic brake to keep it energized and de-energized.

[0025] In one embodiment of the invention, the system further includes wheel-mounted sensors configured to determine whether the aircraft is on the ground or in the air.

[0026] In one embodiment of the invention, the system further includes two separate power supplies for the motor and the electromagnetic brake, respectively.

[0027] In one embodiment of the invention, when the aircraft is in the air, the lead screw enters free travel so that the door actuator does not participate in pressurization load bearing.

[0028] In one embodiment of the present invention, after the door opening or closing action is completed, the door opening switch or the door closing switch is disconnected and the motor stops.

[0029] In one embodiment of the present invention, the system further includes a control panel door switch, wherein when the control panel door switch is in the open position, the electromagnetic brake is electrolytically braked, the motor rotates and performs the door opening action, and when the control panel door switch is in the close position, the electromagnetic brake is electrolytically braked, the motor rotates and performs the door closing action, and wherein after the door opening or closing action is completed, the control panel door switch is disconnected to stop the motor and de-energize the electromagnetic brake.

[0030] In yet another embodiment of the present invention, a computer-readable storage medium storing instructions is disclosed. These instructions are used to control a hatch actuator, which includes an electromagnetic brake, a motor, and a lead screw. The instructions include:

[0031] This command is used to determine whether both the latch-in signal and the lock-in signal are valid after the door closing action is completed when the aircraft is on the ground.

[0032] A command used to supply power to the electromagnetic brake to energize and release the electromagnetic brake when both the latch-in signal and the lock-in signal are valid.

[0033] Commands to cut off power to the motor when the aircraft is in the air; and

[0034] Commands are used to maintain power supply to the electromagnetic brake so that it remains energized and de-energized.

[0035] Other aspects, features, and embodiments of the invention will become apparent to those skilled in the art after reading the following description of specific exemplary embodiments of the invention in conjunction with the accompanying drawings. Although features of the invention may be discussed below with reference to certain embodiments and drawings, all embodiments of the invention may include one or more of the advantageous features discussed herein. In other words, while one or more embodiments may be discussed having certain advantageous features, one or more of such features may also be used according to the various embodiments of the invention discussed herein. Similarly, although exemplary embodiments may be discussed below as embodiments of devices, systems, or methods, it should be understood that such exemplary embodiments may be implemented in various devices, systems, and methods. Attached Figure Description

[0036] To gain a more detailed understanding of the features described above in this disclosure, reference can be made to a more specific description of the above-briefly summarized aspects, some of which are illustrated in the accompanying drawings. However, it should be noted that the drawings illustrate only certain typical aspects of this disclosure and should not be considered as limiting its scope, as other equivalent aspects are permissible in this description.

[0037] Figure 1 A force diagram of a door actuator in mid-air according to an embodiment of the present invention is shown.

[0038] Figure 2 This is an architecture diagram of a system for controlling a hatch actuator according to an embodiment of the present invention.

[0039] Figure 3 This is a schematic diagram of the first operating mode of a system for controlling a hatch actuator according to an embodiment of the present invention.

[0040] Figure 4 This is a schematic diagram of the second operating mode of a system for controlling a hatch actuator according to an embodiment of the present invention.

[0041] Figure 5 A schematic diagram of a third operating mode of a system for controlling a hatch actuator according to an embodiment of the present invention is shown.

[0042] Figure 6 A schematic diagram of a fourth operating mode of a system for controlling a hatch actuator according to an embodiment of the present invention is shown.

[0043] Figure 7 A general control flowchart of a system for controlling a hatch actuator according to an embodiment of the present invention is shown.

[0044] Figure 8A flowchart of a method for controlling a hatch actuator according to an embodiment of the present invention is shown. Detailed Implementation

[0045] The various embodiments will now be described in more detail with reference to the accompanying drawings, which form part of this invention and illustrate specific exemplary embodiments. However, the embodiments may be implemented in many different forms and should not be construed as limiting the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of these embodiments to those skilled in the art. The embodiments may be implemented as methods, systems, or devices. Therefore, these embodiments may be implemented in hardware, entirely in software, or in a combination of software and hardware aspects. Therefore, the following detailed description is not intended to be limiting.

[0046] The steps in each flowchart can be performed by hardware (e.g., processor, engine, memory, circuitry), software (e.g., operating system, application, driver, machine / processor executable instructions), or a combination thereof. As will be understood by those skilled in the art, the methods involved in each embodiment may include more or fewer steps than shown.

[0047] This invention relates to a method and system for controlling a door actuator. In the technical solution of this invention, by providing separate power supplies to the motor and controller, the controller remains continuously powered throughout the entire flight cycle. This allows it to receive signals from the locking sensor, latch sensor, wheel load sensor, and control panel door switch, ensuring that the electromagnetic brake in the door actuator can be energized and unlocked after the door is closed and during flight, allowing the output screw to enter its free travel and preventing the door actuator from participating in pressurization load bearing.

[0048] The various aspects of the present invention will now be described in detail.

[0049] Figure 2 This is an architecture diagram of a system for controlling a hatch actuator according to an embodiment of the present invention.

[0050] like Figure 2 As shown, the system for controlling the hatch actuator in this invention may include a controller, a latch sensor, and a lock sensor, and may optionally include a power supply 1, a power supply 2, a relay, wheel-mounted sensors, and a control panel door switch. The hatch actuator may include an electromagnetic brake, a motor, and a lead screw, and may optionally include a differential.

[0051] In one embodiment of the invention, power supply 1 supplies power to the motor alone, and power supply 2 supplies power to the controller alone. The controller remains powered throughout the entire flight cycle. The controller can receive signals from the lock sensor, latch sensor, wheel load sensor, and control panel door switch to control the electromagnetic brake and motor to perform actions.

[0052] Specifically, when the door control switch on the control panel is in the open or closed position (or close switch), the controller can receive an open or closed signal from the door control switch. Based on the received signal, the controller releases the electromagnetic brake in the door actuator and drives the motor to rotate to perform the opening and closing actions. When the opening or closing action is completed, the door control switch on the control panel is deactivated, and the controller can stop the motor and de-energize the electromagnetic brake.

[0053] In one embodiment of the invention, after the door closing action is completed, the motor stops, and the electromagnetic brake is de-energized while the aircraft is still on the ground, the controller can determine whether the lock-in signal and latch-in signal received from the lock sensor and latch sensor are both valid to determine whether the locking and latching operations have been completed. If both the lock-in signal and latch-in signal are determined to be valid, the controller can energize and release the electromagnetic brake, which contrasts with (is the opposite of) the controller operation in the prior art that locks the actuator (brakes it) after the door closing action is completed.

[0054] In the above embodiments of the present invention, when the aircraft closes the cabin door and takes off and is in the air, the controller can cut off the power supply 1 of the motor, but at this time the power supply 2 continues to supply power to the controller so that the controller can continue to supply power to the electromagnetic brake so that the electromagnetic brake is continuously energized and de-energized, thereby the lead screw in the cabin door actuator enters the free travel so that the cabin door actuator does not participate in pressurization load bearing.

[0055] In another embodiment of the invention, the controller can determine whether the aircraft is on the ground or in the air using wheel-mounted sensors.

[0056] Figure 2 The relays and differentials in this device are common in this field, and their functions and principles are well known in the field, so they will not be described in detail here.

[0057] The truth table of the control logic of the above controller is shown in Table 1 below.

[0058]

[0059] Table 1 Truth Table for Electromagnetic Brake and Motor Control Logic

[0060] The following describes the various operating modes of the system for controlling the hatch actuator in this invention.

[0061] Figure 3 This is a schematic diagram of the first operating mode (operating mode 1) of a system for controlling a hatch actuator according to an embodiment of the present invention.

[0062] This operating mode is for the ground hatch door opening and closing operation. Power supply 1 supplies power to the motor, and power supply 2 supplies power to the controller. When the hatch is unlocked and latched, the wheel-mounted sensor signal is to the ground, activating the door control switch (control panel door opening switch). The controller supplies power to the electromagnetic brake, which releases the brake, and simultaneously the controller drives the motor to operate, corresponding to logic state numbers 5 and 6 in Table 1 above.

[0063] Figure 4 This is a schematic diagram of the second operating mode (operating mode 2) of a system for controlling a hatch actuator according to an embodiment of the present invention.

[0064] This operating mode is for the ground hatch not being latched or locked. When the door control switch is off, the motor does not work, the electromagnetic brake is de-energized, the actuator is in a braking state, and the hatch remains in its original position.

[0065] Figure 5 A schematic diagram of a third operating mode (operating mode 3) of a system for controlling a hatch actuator according to an embodiment of the present invention is shown.

[0066] This operating mode is designed for ground conditions. After the door closing action is completed, the motor stops working and the electromagnetic brake is de-energized. At this point, as the door completes locking and latching, the controller energizes the electromagnetic brake, releasing it (corresponding to logic state number 4 in Table 1). The door is then locked by the latch mechanism and key hinges. The locking forces of the latch mechanism and key hinges cancel each other out with the door's weight and the rebound force of the sealing ring. The actuator output enters its free travel, and the actuator is no longer under force.

[0067] Figure 6 A schematic diagram of a fourth operating mode (operating mode 4) of a system for controlling a hatch actuator according to an embodiment of the present invention is shown.

[0068] This operating mode is designed for in-flight conditions. Power supply 1 to the electrodes is disconnected, ensuring the motor is not operating. Power supply 2 continues to supply power to the controller. At this time, the door is in a locked and latched state. The controller energizes the electromagnetic brake (holding), and the electromagnetic brake is released. During flight, the door is subjected to a pressurized load, causing it to deform outwards. The door is locked by a latch mechanism and key linkages, with the locking force canceling out the door's weight, the seal's rebound force, and the pressurized load. Because the actuator motor shaft can rotate freely, the output screw enters its free travel, preventing the actuator from participating in the pressurized load.

[0069] Figure 7A general control flowchart of a system for controlling a hatch actuator according to an embodiment of the present invention is shown.

[0070] like Figure 7 As shown, the process begins when the aircraft is on the ground. When the door needs to be opened, an unlocking and latching operation is performed, and the controller de-energizes and engages the electromagnetic brake in the door actuator. The door opening switch on the control panel is then activated, and the controller energizes and disengages the electromagnetic brake to allow the drive motor to rotate and perform the door opening operation. After the door opening operation is completed, the door opening switch on the control panel is deactivated to stop the motor. The controller then de-energizes and engages the electromagnetic brake.

[0071] Then, when closing the door is required, the door closing switch on the control panel is activated. At this time, the controller energizes and disengages the electromagnetic brake to allow the motor to rotate and perform the door closing operation. After the door closing operation is completed, the door closing switch on the control panel is deactivated to stop the motor and de-energize the electromagnetic brake. Next, the locking and latching operations are performed, and the activation and latching signals are verified to be valid. When the locking and latching signals are confirmed to be valid, the controller energizes and disengages the electromagnetic brake, and maintains the electromagnetic brake energized and disengaged while the aircraft is taking off and in the air (for simplicity). Figure 7 (Not shown in the image).

[0072] The process then ended.

[0073] Figure 8 A flowchart illustrating a method 800 for controlling a hatch actuator according to an embodiment of the present invention is shown. In one embodiment of the invention, the method 800 can be... Figure 2 The system shown is used to control the hatch actuator, which includes an electromagnetic brake, a motor, and a lead screw.

[0074] like Figure 8 As shown, method 800 begins at step 802, where, when the aircraft is on the ground, after completing the door closing action, it is determined whether both the latch-in signal and the lock-in signal are valid. In one embodiment of the invention, the latch-in signal and the lock-in signal are respectively derived from the latch sensor and the lock sensor.

[0075] Subsequently, method 800 continues to step 804, whereby, if both the latch-in signal and the lock-in signal are confirmed to be valid, power is supplied to the electromagnetic brake to energize and release it.

[0076] Next, method 800 continues to step 806, whereby the power supply to the motor is cut off when the aircraft is in the air. In one embodiment of the invention, whether the aircraft is on the ground or in the air is determined by wheel-mounted sensors. In one embodiment of the invention, the motor and the electromagnetic brake are each powered by a separate power supply and controlled by a controller.

[0077] Then, method 800 continues to step 808, maintaining power supply to the electromagnetic brake to keep it continuously energized and de-energized. In one embodiment of the invention, when the aircraft is in the air, by maintaining power supply to the electromagnetic brake to keep it continuously energized and de-energized, the lead screw in the door actuator enters free travel so that the door actuator does not participate in pressurization load bearing.

[0078] After this step, method 800 ends.

[0079] The embodiments of the present invention have been described above with reference to block diagrams and / or operational descriptions of methods, systems, and computer program products according to embodiments of the present invention. The functions / actions indicated in the blocks may appear in a different order than shown in any flowchart. For example, depending on the functions / actions involved, two blocks shown consecutively may actually be executed substantially simultaneously, or these blocks may sometimes be executed in reverse order.

[0080] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for controlling a hatch actuator, the hatch actuator comprising an electromagnetic brake, a motor, and a lead screw, the method comprising: When the aircraft is on the ground, after completing the door closing action, confirm whether both the latch position signal and the lock position signal are valid; If both the latch-in signal and the lock-in signal are valid, power is supplied to the electromagnetic brake to energize and release it. The power to the motor is cut off when the aircraft is in the air; and Continuously supply power to the electromagnetic brake to keep it energized and de-energized.

2. The method of claim 1, wherein the latch position signal and the lock position signal are respectively derived from the latch sensor and the lock sensor.

3. The method of claim 1, wherein whether the aircraft is on the ground or in the air is determined by wheel-mounted sensors.

4. The method of claim 1, wherein the motor and the electromagnetic brake are each powered by a separate power source.

5. The method of claim 1, wherein the motor and the electromagnetic brake are controlled by a controller.

6. The method of claim 1, wherein when the aircraft is in the air, the lead screw enters free travel so that the door actuator does not participate in pressurization load bearing.

7. A system for controlling a hatch actuator, the hatch actuator comprising an electromagnetic brake, a motor, and a lead screw, the system comprising: The locking sensor and the latch sensor are respectively configured to determine whether the locking and latching are in place and send a locking in place signal and a latching in place signal when they are in place; as well as The controller is configured to: When the aircraft is on the ground, after completing the door closing action, it is determined whether the lock-in signal and the latch-in signal received from the lock sensor and the latch sensor are both valid; If both the lock-in signal and the latch-in signal are valid, the electromagnetic brake is energized and released. The power to the motor is cut off when the aircraft is in the air; and Continuously supply power to the electromagnetic brake to keep it energized and de-energized.

8. The system of claim 7, further comprising wheel-mounted sensors configured to determine whether the aircraft is on the ground or in the air.

9. The system of claim 7, further comprising two separate power supplies for supplying power to the motor and the electromagnetic brake, respectively.

10. The system of claim 7, wherein when the aircraft is in the air, the lead screw enters free travel so that the door actuator does not participate in pressurization load bearing.

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