Dual-motor input horizontal stabilizer balancing system

Abstract

The invention relates to a dual-motor input horizontal stabilizer balancing system which comprises a channel 1 motor assembly, a channel 2 motor assembly, a differential gear train, a final-stage gear, a reduction gear, an output gear, a ball screw and a lower connector. The dual-motor input horizontal stabilizer balancing system further comprises a main control electronic component PCE which is configured to be used for generating a corresponding balancing rate instruction according to a flight control law based on external data; and the motor control unit MCU comprises an MCU1 used for a channel 1 and an MCU2 used for a channel 2, and is configured to be used for generating a corresponding control instruction according to the balancing rate instruction and providing the control instruction to the channel 1 motor assembly (1) and the channel 2 motor assembly (2).

Description

Technical Field

[0001] The present application belongs to the field of flight control, and specifically relates to a horizontal stabilizer trim system with dual motor inputs. Background Art

[0002] The horizontal stabilizer trim system (HSTS) of civil aircraft generally uses a ball screw actuator as the main driving mechanism of the control surface. For factors such as safety and fault tolerance, the horizontal stabilizer trim actuator is generally designed as a dual-channel, dual-motor drive, receiving control electronic instructions, and cooperating with a speed sensor, position sensor, electromagnetic brake, anti-reverse mechanism or torque limiter to achieve servo loop integrity and structural integrity design.

[0003] HSTS generally adopts the "master-standby" working mode, and the motor control electronics (MCE) and the flight computer (FCE) realize the switching between different modes. Specifically, the current mainstream HSTA adopts a dual-channel master-standby working mode, and the typical architecture is as follows: Figure 1A and 1B As shown. Figure 1A The figure shows the typical architecture of HSTS with dual motor channels coaxial + fixed axis gear train. Figure 1B The figure shows the typical HSTS architecture of dual motor channels opposed to each other + fixed axis gear train. Both typical architectures adopt the master-slave working mode. Among them, MCE channel 1 and channel 2 control two motors respectively, and transmit torque and speed to the ball screw pair through the transmission shaft and double redundant gear train to drive the linear motion of the lower joint to achieve balancing.

[0004] The two motors in the HSTA in the "main-standby" working mode are usually rigidly connected with a fixed-axis gear system, or the dual coils are installed on the same motor shaft. At this time, the spare channel motor rotates with the gearbox. Therefore, the system needs to set a speed monitor. When a non-command input from the spare channel is detected, the electromagnetic brake is triggered to lock the motor to prevent the coil overheating, transmission mechanical failure, trim degradation or overspeed caused by the dual motors balancing working condition at the same time. At the same time, in the "main-standby" working mode, one motor is normally only used as a backup and does not participate in the balancing work. Therefore, there is a certain degree of performance waste.

[0005] Therefore, it is hoped to provide a horizontal stabilizer trim system with dual motor inputs to improve work efficiency without significantly increasing costs. Summary of the invention

[0006] The present application designs a dual-motor input horizontal stabilizer trim system, in which the actuator can achieve the superposition of motor speed and torque through a differential gear system, which can avoid mechanical and electrical failures caused by "dual input trimming" due to erroneous control instructions of a single motor channel in the HSTA "primary-standby" architecture and fixed-axis gear system, and improve system reliability.

[0007] According to a first aspect of the present application, there is provided a horizontal stabilizer trim system with dual motor inputs, comprising: a channel 1 motor assembly, a channel 2 motor assembly, a differential gear train, a final stage gear, a reduction gear, an output gear, a ball screw, and a lower joint;

[0008] Wherein, the channel 1 motor assembly is connected to the channel 1 sun gear input end of the differential gear train through a gear, and the channel 1 sun gear output end is meshed with the channel 1 planetary gear train of the differential gear train;

[0009] The channel 2 motor assembly is connected to the channel 2 sun gear input end of the differential gear train through a gear, and the channel 2 sun gear output end is meshed with the channel 2 planetary gear train of the differential gear train;

[0010] The channel 1 planetary gear train is meshed with the channel 2 planetary gear train, and the external gears thereof rotate in opposite directions at the same speed and the same torque under driving; the channel 1 planetary gear train and the channel 2 planetary gear train are fixed to the planet carrier through a rotating shaft, and make a circular motion relative to the sun gear rotating shaft during the meshing rotation process, and drive the planet carrier to rotate along the sun gear rotating shaft, the gear at the output end of the planet carrier is meshed with the final gear, and the final gear is coaxial with the reduction gear to drive the output gear and the ball screw to rotate, and the lower joint converts the rotation of the ball screw into a linear motion of the joint to drive the horizontal stabilizer to be balanced;

[0011] The dual-motor input horizontal stabilizer trim system also includes:

[0012] A primary control electronic assembly PCE configured to generate corresponding trim rate instructions according to the flight control law based on external data; and

[0013] The motor control unit MCU, including MCU1 for channel 1 and MCU2 for channel 2, is configured to generate corresponding motor or brake enable and control instructions according to the trim rate instruction and provide them to the channel 1 motor component and the channel 2 motor component.

[0014] This Summary is provided to introduce some concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to describe the manner in which the above and other advantages and features of the present invention can be obtained, a more particular description of the invention briefly described above will be presented by reference to specific embodiments of the invention shown in the accompanying drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings, in which:

[0016] Figure 1A A typical structural diagram of a horizontal stabilizer trim system with dual motor channel coaxial + fixed axis gear train is shown, which adopts a "primary-standby" working mode.

[0017] Figure 1B A typical structural diagram of a horizontal stabilizer trim system with dual opposed motor channels and a fixed-axis gear train is shown, which adopts a "master-standby" working mode.

[0018] Figure 2 A schematic structural diagram of the mechanical part of a dual-motor input horizontal stabilizer trim system according to an embodiment of the present application is shown.

[0019] Figure 3 A schematic structural diagram of a dual-motor input horizontal stabilizer control system when the control part and the mechanical part are assembled together according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0020] This application designs a dual-motor input horizontal stabilizer trim system, which adopts the "master-master" working mode and realizes the superposition of motor speed and torque of dual channels through the differential gear system. When the dual motors work synchronously, the gear speed is superimposed and the torque is evenly distributed, jointly driving the HSTA trim.

[0021] When the trim rate of a single channel is insufficient, the two channels can be kept working simultaneously, in which the faulty channel provides the trim rate with degradation; when a single channel is lost or the trim is overspeed, the faulty channel can be cut off, and the other channel can be kept working normally to provide trim. Alternatively, in an improved example, when a single channel is lost, the trim rate is insufficient or overspeed, the faulty channel can be cut off, and the motor of another channel can be accelerated to compensate. When any channel has non-command motion, the system cuts off all channels and locks the trim motion. Therefore, the output speed of the output shaft, the final gear, and the ball screw can maintain effective trim under fault conditions, improving the robustness of the system.

[0022] The technical solution of the present application provides a novel dual-motor input horizontal stabilizer control system. The system has the following main features:

[0023] 1. Adopting the "master-master" working structure, the dual-channel motor speed and ball screw speed are detected to realize voting and monitoring, ensuring high integrity and high reliability of the control closed loop;

[0024] 2. Adopting the "master-master" working architecture, the dual motors can adjust the speed in real time, reducing the impact of single-channel motor non-command motion, overspeed, underspeed, jamming and other faults on the trim rate;

[0025] 3. By adopting the differential gear system, channel 1 and channel 2 can independently control the motor speed at the same time, realizing power splitting under normal working conditions and normal operation of the system under single channel failure.

[0026] According to the technical solution of the present application, the dual-motor input horizontal stabilizer control system can be divided into a mechanical part and a control part.

[0027] exist Figure 2 , a schematic structural diagram of the mechanical part of a dual-motor input horizontal stabilizer control system according to an embodiment of the present application is shown.

[0028] As shown in the figure, the mechanical part of the system mainly includes: channel 1 motor assembly (1), channel 2 motor assembly (2), differential gear train (3), final gear (4), reduction gear (5), output gear (6), ball screw (7), lower joint (8), anti-reverse mechanism (9), torque limiter (10), channel 1 speed sensor (11), channel 2 speed sensor (12), screw speed sensor 1 (13-1) and screw speed sensor 2 (13-2) and other components.

[0029] like Figure 2 As shown, the basic working principle of the "master-master" working mode of this solution is as follows: wherein, the channel 1 motor assembly (1) and the channel 2 motor assembly (2) respectively receive the MCU speed command to form a control closed loop. The channel 1 motor assembly (1) is connected to the input end of the channel 1 sun gear (3-1) of the differential gear train through a gear, and the output end of the channel 1 sun gear (3-1) is meshed with the channel 1 planetary gear train (3-3) (a total of 3 planetary gears). The channel 2 motor assembly (2) is connected to the input end of the channel 2 sun gear (3-2) of the differential gear train through a gear, and the output end of the channel 2 sun gear (3-2) is meshed with the channel 2 planetary gear train (3-4) (a total of 3 planetary gears).

[0030] The channel 1 planetary gear train (3-3) meshes with the channel 2 planetary gear train (3-4), and the external gears thereof rotate in opposite directions at the same speed and the same torque under driving; the channel 1 planetary gear train (3-3) and the channel 2 planetary gear train (3-4) are fixed to the planet carrier (3-5) via a rotating shaft, and perform circular motion relative to the sun gear rotating shaft (3-6) during the meshing rotation process, and drive the planet carrier (3-5) to rotate along the sun gear rotating shaft (3-6); the gear at the output end of the planet carrier (3-5) meshes with the final gear (4); the final gear (4) and the reduction gear (5) are coaxial to drive the output gear (6) and the ball screw (7) to rotate; the lower joint (8) converts the rotation of the ball screw (7) into a joint linear motion to drive the horizontal stabilizer to be balanced.

[0031] Specifically, the mechanical part of the HSTA can be roughly divided into three modules: electric drive system, differential gear train and ball screw actuator. The components and functions of each module are as follows:

[0032] (a) Electric drive system, including:

[0033] The channel 1 motor assembly (1), which may be referred to as the "motor (1)", should actually be referred to as the channel 1 motor brake assembly (1), which includes a motor and an electromagnetic brake;

[0034] The channel 2 motor assembly (2), which may be referred to as the "motor (2)", should actually be referred to as the channel 2 motor brake assembly (2), which includes a motor and an electromagnetic brake;

[0035] Among them, the electromagnetic brake can lock the motor when receiving MCU instructions, or when the system is powered off or an electrical failure occurs, to achieve fail-safety; under normal working conditions, the coil receives an enable signal to maintain the brake position without locking the motor.

[0036] (b) Differential gear train (3), comprising:

[0037] Channel 1 sun gear (3-1): its outer teeth match the channel 1 motor assembly (1), and its inner teeth match the channel 1 planetary gear train 1 (3-3). It is driven by the channel 1 motor assembly (1) to output rotational motion to the channel 1 planetary gear train 1 (3-3);

[0038] Channel 2 sun gear (3-2): its outer teeth match the channel 2 motor assembly (2), and its inner teeth match the channel 2 planetary gear train 2 (3-4). It is driven by the channel 2 motor assembly (2) to output rotational motion to the channel 2 planetary gear train 2 (3-4);

[0039] Channel 1 planetary gear train (3-3): A total of 3 planetary gears are distributed at an angle of 120°, driven by the channel 1 sun gear (3-1), and move in a circular motion around the inner teeth of the sun gear;

[0040] Channel 2 planetary gear train (3-4): A total of 3 planetary gears are distributed at an angle of 120°, driven by channel 2 sun gear (3-2), and move in a circular motion around the inner teeth of the sun gear;

[0041] Planet carrier (3-5): the channel 1 planetary gear train (3-3) and channel 2 (3-4) are fixed to the planet carrier (3-5) by shaft pins, and are distributed at an angle of 120° to each other, with a total of three groups matching each other. When the planetary gear train moves in a circle around the sun gear, the planet carrier (3-5) is driven to rotate around the sun gear shaft (3-6);

[0042] Sun gear shaft (3-6): It is used as the fixed shaft of channel 1 sun gear (3-1), channel 2 sun gear (3-2) and planet carrier (3-5);

[0043] Final gear (4): It matches with the planet carrier (3-5) and is used to transmit the speed and torque provided by the differential gear train (3) to the downstream;

[0044] Reduction gear (5): coaxial with the final gear (4), adopting a double-redundant design, used to transmit the speed and torque transmitted from the final gear (4) to the output gear (6), while at the same time increasing the output torque through the gear ratio design;

[0045] (c) Ball screw actuator, including:

[0046] The double redundant output gear (6), which may be referred to as the output gear (6) for short, is coaxially assembled with the ball screw (7), and is driven by the reduction gear (5), thereby driving the ball screw (7) to rotate;

[0047] A double-redundant ball screw (7) is driven by the output gear (6) and is respectively linked with the lower joint (8) and the anti-reversal mechanism (9);

[0048] Lower joint (8): the joint is connected to the horizontal stabilizer and is used to convert the rotation of the ball screw (7) into linear motion of the joint to drive the horizontal stabilizer to balance;

[0049] The anti-reversal mechanism (9) is arranged at the upper end of the ball screw (7), and is divided into an upper part and a lower part, which matches the boss shoulder of the ball screw (7). It adopts a bidirectional ratchet pawl and a preloaded friction disc design. When the ball screw (7) is pulled / pressed, it is squeezed with the single-side friction disc to form a friction torque. At this time, the ratchet pawl on this side limits the rotation of the ball screw (7) in a single direction, while the rotation in the other direction is not restricted. This component is not actively controlled by the active control electronic component PCE and the motor control unit MCU. When the electromagnetic brake fails, it can prevent the ball screw actuator from being reversely driven by the pneumatic external load;

[0050] Torque limiter (10): arranged opposite to the final gear (4) (on the upper and lower sides), adopting an inclined roller friction disc design, applying friction force and braking torque to the final gear (4) through spring preload. If the transmission system torque exceeds the preset threshold, the friction disc slips and cuts off the force transmission path. This component is not actively controlled by the active control electronic component PCE and the motor control unit MCU, and is used to protect the ball screw actuator from damage under fault conditions;

[0051] Channel 1 speed sensor (11): stimulated by channel 1, detects the speed of the channel 1 motor assembly (1) and feeds back to MCU1;

[0052] Channel 2 speed sensor (12): stimulated by channel 2, detects the speed of the channel 1 motor assembly (1) and feeds back to MCU2;

[0053] Screw speed sensor 1 (13-1) and screw speed sensor 2 (13-2): respectively matched with the double redundant output gear (6), excited by the upper main control electronics, respectively detect the speed of the output gear (6) and the ball screw (7) on one redundant gear and feed back to the PCE.

[0054] The dual-redundant mechanical and electronic designs are designed to ensure the safety and reliability of the system, that is, when one component fails, another component can take over the work, thus avoiding the overall failure of the system. The horizontal stabilizer trim system is a key control link for the aircraft's pitch attitude. The loss of the system will impose a significant burden on the pilot's operation, and the erroneous movement of the system can lead to a catastrophic accident with the aircraft destroyed and people killed. Therefore, redundancy and high integrity design are necessary options.

[0055] In addition to the above mechanical components, the dual-motor input horizontal stabilizer control system also includes a control part. The control part mainly includes a main control electronic component (PCE) and a motor control unit (MCU).

[0056] The PCE receives data and sensor data from the outside at the same time. The external data includes atmospheric data, inertial navigation data, and navigation data, etc. Based on these external data, the PCE can generate corresponding horizontal stabilizer trim rate instructions (hereinafter referred to as "trim rate instructions") according to the flight control law configured by it to distribute to the downstream MCU. The sensor data includes the speed of the motor (1) detected by the channel 1 speed sensor (11) and the speed of the motor (2) detected by the channel 2 speed sensor (12) fed back by the MCU, as well as the speed of the output gear (6) and the ball screw (7) fed back from the screw speed sensor 1 (13-1) and the screw speed sensor 2 (13-2). These data are used by various speed monitors in the PCE to monitor abnormal working modes, that is, to determine which abnormality has occurred in the system by comparing the data detected by the sensor. Subsequently, the PCE can calculate and generate corresponding trim rate instructions according to the corresponding abnormal mode control law to solve the abnormal problem.

[0057] The MCU is powered by the aircraft AC bus and is used to execute the trim rate instructions transmitted by the PCE through the bus and discrete signals. Specifically, the MCU generates the enable and control instructions of the corresponding motor or brake according to the trim rate instructions and provides them to the channel 1 motor component and the channel 2 motor component to drive the motor or activate the electromagnetic brake. In this solution, the MCU adopts a dual-channel master-master working mode, that is, MCU1 is equipped for channel 1 and MCU2 is equipped for channel 2. There is no communication between the two channels. In addition, the MCU1 and MCU2 also receive the speed of the motor (1) detected by the channel 1 speed sensor (11) and the speed of the motor (2) detected by the channel 2 speed sensor (12) and provide corresponding control instructions, thereby realizing motor servo control, that is, the motor speed closed-loop control function.

[0058] exist Figure 3 In FIG. 1 , a schematic structural diagram of a control part and a mechanical part of a dual motor input horizontal stabilizer control system according to an embodiment of the present application are shown. In conjunction with this schematic diagram, various control processes of the dual motor input horizontal stabilizer control system are described below.

[0059] First, in the "master-master" working mode under normal circumstances, when the main flight control system works in normal mode (in the air), based on external data input, the trim rate instruction is calculated and generated by the normal mode control law in the PCE, and sent to MCU1 and MCU2 through the bus. Usually, channel 1 and channel 2 are designed to have the same structure, so the trim rate instruction generally instructs MCU1 and MCU2 to drive motors (1) and (2) to provide 50% of the speed respectively. Of course, the distribution ratio is only a suggestion, and other distribution ratios are also feasible. The technician can change it according to actual needs.

[0060] MCU1 and MCU2 generate corresponding motor and / or brake enable and control instructions according to the trim rate instruction, and send them to the HSTA electric drive system through channel 1 and channel 2 to drive the corresponding motor and electromagnetic brake. At the same time, MCU1 and MCU2 receive the speed of the motor (1) detected by the channel 1 speed sensor (11) and the speed of the motor (2) detected by the channel 2 speed sensor (12) through channel 1 and channel 2, respectively, and provide corresponding control instructions to realize servo closed-loop control.

[0061] In addition, in order to ensure the integrity of the control loop, a speed monitor is also resident in the PCE of the dual motor input horizontal stabilizer trim system, as follows:

[0062] a) Channel 1 / Channel 2 underspeed monitor: Monitors whether a motor underspeed anomaly occurs by comparing the trim rate command of the same channel (which specifies the expected speed of the motor in the channel) with the motor speed fed back by the speed sensor of the channel, and performs corresponding control operations when an anomaly is detected. For example, when the detected actual motor speed is less than 60% of the speed specified in the trim rate command of the channel, the control function of the channel 1 / channel 2 underspeed monitor will be triggered: first, the fault latch is performed, and then the speed command of the MCU of the faulty channel is maintained unchanged to avoid the deterioration or complete failure of the faulty motor (for example, the speed may be slightly lower than expected due to foreign matter or jamming on the shaft). At the same time, the system's PCE measures the error between the actual speed and the command speed in real time. At the same time, the MCU of the other channel maintains a normal speed command to provide the actuator with the remaining maximum working capacity.

[0063] In some embodiments, the channel 1 / channel 2 underspeed monitor may also send an abnormality report to inform the operator to perform maintenance in a timely manner when an underspeed abnormality is detected.

[0064] b) Channel 1 / Channel 2 overspeed monitor: monitors whether the motor overspeed abnormality occurs by comparing the trim rate command of the same channel with the motor speed fed back by the speed sensor of the channel, and performs corresponding control operations when abnormality is detected. For example, when the detected actual motor speed is greater than 20% of the speed specified in the trim rate command of the channel, the control function of the channel 1 / channel 2 overspeed monitor will be triggered: first, the fault latch is performed, and then the speed command issued by the MCU of the faulty channel is reduced to 0 (i.e., the faulty motor is cut off), and the other channel MCU maintains the normal speed command to provide the actuator with the remaining maximum working capacity.

[0065] In some embodiments, the channel 1 / channel 2 overspeed monitor may also send an abnormality report to inform the operator to perform maintenance in a timely manner when an overspeed abnormality is detected.

[0066] c) Channel 1 / Channel 2 non-response monitor: monitors whether the motor non-response abnormality occurs by comparing the trim rate command of the same channel with the motor speed fed back by the speed sensor of the channel, and performs corresponding control operations when an abnormality is detected. For example, when the trim rate command of the motor is valid and greater than the minimum rate command and the actual motor speed detected is less than 1%, the control function of the channel 1 / channel 2 non-response monitor will be triggered: first, the fault latch is performed, and then the trim rate command of the faulty channel is reduced to 0 (i.e., the non-response motor is cut off), and the other channel MCU maintains the normal rate command to provide the actuator with the remaining maximum working capacity.

[0067] In some embodiments, the channel 1 / channel 2 unresponsiveness monitor may also send an abnormality report to inform the operator to perform maintenance in a timely manner when a no-response abnormality is detected.

[0068] d) Non-command motion monitor: monitors whether the motor non-command motion abnormality occurs by comparing the motor speed fed back by the speed sensor of the channel with the speed of the output gear and ball screw measured by the screw speed sensor of the channel, and performs corresponding control operations when abnormalities are detected. For example, when the trim rate command of the channel 1 / channel 2 motor is invalid or equal to 0, and the measured speed and position change of the ball screw is greater than the threshold value, the control function of the non-command motion monitor will be triggered: first, the fault latch is performed, and then all control channels are cut off, that is, the PCE sends instructions to all MCUs to trigger the electromagnetic brake to completely lock the force transmission path. This is because the non-command motion of the motor may cause serious harm and cause major safety accidents. Therefore, the design must ensure that when non-command motion occurs, the actuator is locked as a whole to avoid safety hazards.

[0069] Likewise, while locked, the non-commanded motion monitor can simultaneously send an abnormality report to inform the operator to perform maintenance in a timely manner.

[0070] It should be understood that in most cases, the dual motor input horizontal stabilizer trim system operates in the dual motor master-master normal working mode. The above four abnormal situations rarely occur. Therefore, designing the motor and hardware configuration according to the expected overall trim rate of 50% helps to fully utilize the performance of a single motor, optimize weight, electric power, energy consumption, cost, etc., and maximize the benefits of system design. At the same time, it should be noted that the selection and design of a single motor according to the 50% trim rate is not the only method. .

[0071] For example, in another scheme, in a scenario where the performance requirements for aircraft are relatively high, a higher design redundancy can be provided, for example, the power of each motor is designed to achieve 60%, ..., or even 100% of the overall trim rate. In this way, once the monitor finds that a motor has failed (except for commanded movement, such as underspeed, overspeed, or no response), the trim rate command of another motor can be increased to increase its speed from 50% to meet the overall expected rate or reach its maximum design rate to achieve the purpose of fully or partially replacing the faulty motor, thereby ensuring that the trim time is not affected too much. The motor weight, volume, energy consumption and cost in this speed matching scheme are relatively high, but the system dynamic performance degradation can be further reduced. Due to space limitations, this scheme will not be described in detail here.

[0072] In a preferred embodiment, the system is further configured with a manual trim switch that communicates with MCU1 and MCU2 respectively. The electrical signal (command) sent by the manual trim switch is a constant rate, such as 0.5 degrees / second. The manual trim switch has the following two working modes:

[0073] A) Normal mode (manual): In normal mode, the pilot inputs a command through the manual trim switch, which is transmitted to the MCU (MCU1 and MCU2) and fed back to the PCE through the MCU. After the PCE solves the command according to the flight control law, it sends the command to the PCE through channel 1 and channel 2 respectively.

[0074] MCU1 and MCU2 send corresponding rate commands, for example, a single channel takes 50% of the trim speed, and realizes speed integration through the differential gear system, driving HSTA to reach 100% trim speed;

[0075] B) Degraded mode (manual): When the PCE loses function due to a fault, for example, the pilot inputs a command through the manual trim switch, which is transmitted to MCU1 and MCU2 respectively. MCU1

[0076] After solving with MCU2, it directly drives channel 1 and channel 2. A single channel takes 50% of the speed.

[0077] HSTA reaches 100% trim rate.

[0078] Advantages and benefits of this application:

[0079] 1. The dual motors are coordinated to synchronously drive the ball screws through the differential gear system to avoid mechanical and electrical failures caused by the "dual motors balancing at the same time" working condition caused by the non-command movement of the motors in the "main-standby" working structure and the fixed-axis gear system design;

[0080] 2. Since the dual motors work at the same time, when a single channel has a trim overspeed, underspeed, jamming or other faults, the other channel motor speed regulation can be used to provide compensation in real time (in a solution that provides higher design redundancy), ensuring that the trim rate is relatively stable and improving system robustness;

[0081] 3. Since the dual motors share the load under normal working conditions, the size, weight and energy requirements of a single motor are optimized;

[0082] 4. The differential gear system adopts the form of "planetary gear", which transmits force through 3 pairs (6) of small external gears. The load of a single gear is small, and the total load capacity is strong after superposition;

[0083] 5. The planetary gear system is adopted, and the load and power are evenly distributed among multiple external gears, which can optimize the smoothness of motor output.

[0084] Although various embodiments are described above, it should be understood that they are intended to be exemplary rather than limiting. Those skilled in the relevant art(s) will appreciate that various modifications may be made in form and detail without departing from the spirit and scope of the present invention as defined in the appended claims. Therefore, the breadth and scope of the present invention disclosed herein should not be limited by the exemplary embodiments disclosed above, but should only be defined in accordance with the appended claims and their equivalents.

Claims

1. A horizontal stabilizer trim system with dual motor input, comprising: Channel 1 motor assembly (1), channel 2 motor assembly (2), differential gear train (3), final gear (4), reduction gear (5), output gear (6), ball screw (7) and lower joint (8); The channel 1 motor assembly (1) is connected to the input end of the channel 1 sun gear (3-1) of the differential gear train (3) through a gear, and the output end of the channel 1 sun gear (3-1) is meshed with the channel 1 planetary gear train (3-3) of the differential gear train (3); The channel 2 motor assembly (2) is connected to the input end of the channel 2 sun gear (3-2) of the differential gear train (3) through a gear, and the output end of the channel 2 sun gear (3-2) is meshed with the channel 2 planetary gear train (3-4) of the differential gear train (3); The channel 1 planetary gear train (3-3) meshes with the channel 2 planetary gear train (3-4), and the external gears thereof rotate in opposite directions at the same speed and the same torque under driving; the channel 1 planetary gear train (3-3) and the channel 2 planetary gear train (3-4) are fixed to the planet carrier (3-5) via a rotating shaft, and make circular motion relative to the sun gear rotating shaft (3-6) during the meshing rotation process, and drive the planet carrier (3-5) to rotate along the sun gear rotating shaft (3-6); the gear at the output end of the planet carrier (3-5) meshes with the final gear (4); the final gear (4) and the reduction gear (5) are coaxial to drive the output gear (6) and the ball screw (7) to rotate; the lower joint (8) converts the rotation of the ball screw (7) into a joint linear motion to drive the horizontal stabilizer to be balanced; The dual-motor input horizontal stabilizer trim system also includes: A primary control electronic assembly PCE configured to generate corresponding trim rate instructions according to the flight control law based on external data; and The motor control unit MCU comprises an MCU1 for channel 1 and an MCU2 for channel 2, and is configured to generate corresponding control instructions according to the trim rate instruction and provide the control instructions to the channel 1 motor component (1) and the channel 2 motor component (2).

2. The horizontal stabilizer trim system with dual motor input as claimed in claim 1, characterized in that: Also includes: A channel 1 speed sensor (11), configured to detect the speed of the channel 1 motor assembly (1) and feed back the speed to the MCU1; A channel 2 rotation speed sensor (12), configured to detect the rotation speed of the channel 2 motor assembly (2) and feed back the rotation speed to the MCU2; The MCU1 receives the rotation speed of the channel 1 motor assembly (1) detected by the channel 1 rotation speed sensor (11) and forwards it to the PCE; The MCU2 receives the rotation speed of the channel 2 motor assembly (2) detected by the channel 2 rotation speed sensor (12) and forwards it to the PCE; Wherein, the MCU1 and MCU2 form a control closed loop.

3. The horizontal stabilizer trim system with dual motor input as claimed in claim 2, characterized in that: The reduction gear (5), the output gear (6) and the ball screw (7) are designed with double redundancy; and The dual-motor input horizontal stabilizer trim system also includes: The screw speed sensor 1 (13-1) and the screw speed sensor 2 (13-2) are configured to respectively detect the speed of the output gear (6) and the ball screw (7) on a certain scale and feed back the speed to the PCE.

4. The horizontal stabilizer trim system with dual motor input as claimed in claim 3, characterized in that: The channel 1 motor assembly (1) and the channel 2 motor assembly (2) include a motor and an electromagnetic brake; The electromagnetic brake locks the motor when receiving an MCU command, or when the system is powered off or an electrical fault occurs, and maintains the brake position without locking the motor under normal operating conditions.

5. The horizontal stabilizer trim system with dual motor input as claimed in claim 4, characterized in that: The PCE includes a variety of speed monitors to monitor abnormal working conditions, including: a) a channel 1 / channel 2 underspeed monitor, configured to monitor whether a motor underspeed abnormality occurs by comparing the trim rate command of the same channel with the motor speed fed back by the speed sensor of the channel, and when an abnormality is detected, firstly perform a fault latch, and then keep the speed command of the MCU of the faulty channel unchanged, while the PCE measures the error between the actual speed and the command speed in real time, and the MCU of the other channel maintains a normal speed command; b) a channel 1 / channel 2 overspeed monitor, configured to monitor whether a motor overspeed abnormality occurs by comparing the trim rate command of the same channel with the motor speed fed back by the speed sensor of the channel, and when an abnormality is detected, firstly perform a fault latch, then reduce the rate command issued by the MCU of the faulty channel to 0, while the other channel MCU maintains a normal rate command; c) a channel 1 / channel 2 non-response monitor, configured to monitor whether a motor non-response abnormality occurs by comparing the trim rate command of the same channel with the motor speed fed back by the speed sensor of the channel, and when an abnormality is detected, firstly perform a fault latch, then reduce the trim rate command of the faulty channel to 0, while the other channel MCU maintains a normal rate command; d) A non-command motion monitor is configured to monitor whether non-command motion abnormality of the motor occurs by comparing the motor speed fed back by the corresponding channel speed sensor of the same channel with the speed of the output gear and the ball screw detected by the screw speed sensor of the channel, and when an abnormality is detected, a fault latch is first performed, and then the PCE sends a command to all MCUs to trigger the electromagnetic brake to lock the force transmission path.

6. The horizontal stabilizer trim system with dual motor input as claimed in claim 4, characterized in that: It also includes an anti-reversal mechanism (9) and a torque limiter (10); The anti-reversal mechanism (9) is arranged at the upper end of the ball screw (7), and is divided into an upper part and a lower part, which match the boss shoulder of the ball screw (7), and adopts a bidirectional ratchet pawl and a preloaded friction disc design. When the ball screw (7) is pulled / compressed, it is squeezed with the single-side friction disc to form a friction torque. At this time, the side ratchet pawl limits the rotation of the ball screw (7) in a single direction, while the rotation in the other direction is not restricted, so as to prevent the ball screw actuator from being reversely driven by the pneumatic external load when the electromagnetic brake fails. The torque limiter (10) is arranged opposite to the final gear (4) and adopts an inclined roller friction disc design. The friction force and braking torque are applied to the final gear (4) through spring preload. When the transmission system torque is higher than a preset threshold, the friction disc slips and cuts off the force transmission path, so as to protect the ball screw actuator from damage under fault conditions.

7. The horizontal stabilizer trim system with dual motor input as claimed in claim 1, characterized in that: It also includes a manual trim switch, the instruction sent by the manual trim switch is a constant rate, and the manual trim switch has the following two working modes: A) Normal manual mode: In normal mode, the pilot inputs instructions through the manual trim switch, the instructions are transmitted to the MCU1 and MCU2, and fed back to the PCE via the MCU1 and MCU2. The PCE solves the instructions according to the flight control law and sends corresponding rate instructions to the MCU1 and MCU2 through channel 1 and channel 2 respectively; B) Degraded manual mode: When the PCE loses its function, the pilot inputs instructions through the manual trim switch, and the instructions are transmitted to the MCU1 and MCU2 respectively. After the MCU1 and MCU2 solve the instructions, they directly drive the motors in the channel 1 and the channel 2.

8. The horizontal stabilizer trim system with dual motor input as claimed in claim 1, characterized in that: The trim rate command instructs the MCU1 and MCU2 to drive motors (1) and (2) respectively to provide a 50% trim rate.

9. The horizontal stabilizer trim system with dual motor input as claimed in claim 1, characterized in that: The differential gear train (3) comprises: A channel 1 sun gear (3-1), whose outer teeth match the channel 1 motor assembly (1) and whose inner teeth match the channel 1 planetary gear train 1 (3-3), is driven by the channel 1 motor assembly (1) to output rotational motion to the channel 1 planetary gear train 1 (3-3); A channel 2 sun gear (3-2), whose outer teeth match the channel 2 motor assembly (2) and whose inner teeth match the channel 2 planetary gear train 2 (3-4), is driven by the channel 2 motor assembly (2) to output rotational motion to the channel 2 planetary gear train 2 (3-4); The channel 1 planetary gear train (3-3) has a total of three planetary gears distributed at an angle of 120°, which are driven by the channel 1 sun gear (3-1) and perform circular motion around the inner teeth of the channel 1 sun gear (3-1); Channel 2 planetary gear train (3-4): a total of 3 planetary gears are distributed at an angle of 120°, driven by the channel 2 sun gear (3-2), and perform circular motion around the inner teeth of the channel 2 sun gear (3-2); A planet carrier (3-5), wherein the channel 1 planetary gear train (3-3) and the channel 2 planetary gear train (3-4) are fixed to the planet carrier (3-5) via shaft pins, and are distributed at an angle of 120° to each other, with a total of three groups matching each other, and when the planetary gear train performs a circular motion around the sun gear, the planet carrier (3-5) is driven to rotate around the sun gear shaft (3-6); The sun gear rotating shaft (3-6) is used as the fixed rotating shaft of the channel 1 sun gear (3-1), the channel 2 sun gear (3-2) and the planet carrier (3-5).

10. The horizontal stabilizer trim system with dual motor input as claimed in claim 5, characterized in that: When the speed monitor detects an abnormal situation, a corresponding abnormality report is sent to inform the operator to perform maintenance in time.

Images