Smart redundant lightweight actuator

Abstract

An actuator (12) for a vehicle (2) having at least two redundant similar vehicle electrical systems (4a,b), which are each provided for full electrical working power (Aa,b) and full powerline communication (PLCa,b), contains an electric drive (16) having supply inputs (24a,b) for the working power (Aa,b) and having similar redundant supply units (26a,b), which comprise a supply output (28a,b) for the full working power (Aa,b) and an electrical-system terminal (14a,b) for the electrical systems (4a,b) for receiving the full working power (Aa,b) and for the full powerline communication (PLCa,b) with the electrical system (4a,b). A vehicle (2) having the electrical systems (4a,b) contains the actuator (12), which is redundantly connected to the electrical systems (4a,b) by means of its electrical-system terminals (4a,b) in order to allow redundant supply with full working power (Aa,b) and to allow redundant full powerline communication (PLCa,b).

Description

[0001] Smart redundant lightweight actuator

[0002] The invention relates to an actuator intended for use in a vehicle with redundancy requirements, in particular an aircraft.

[0003] For actuators that are to be used in safety-critical applications, for example in an aircraft, full redundancy is necessary.

[0004] In practice, it is known that in safety-critical applications, two separate actuators are used to perform a single actuator task. In other words, a second actuator is installed that can completely take over the function of the first actuator should the first fail.

[0005] The object of the invention is to propose improvements regarding the use of actuators in safety-critical applications in vehicles.

[0006] The object is achieved by an actuator according to patent claim 1. Preferred or advantageous embodiments of the invention and other categories of invention emerge from the further claims, the following description and the attached figures.

[0007] The actuator is used or is designed for a vehicle, i.e. for use in a vehicle. The invention is based on a vehicle which has at least two redundant, identical electrical on-board networks. "Identical" means, in particular, that they have the same nominal voltages. It also means that both on-board networks are of equal value next to one another and serve alternatively and equally to supply a consumer which is optionally connected to both on-board networks. This means that the consumer can be operated independently, regularly and permanently, in its intended normal operation from each of the redundant networks. Each of the on-board networks is designed individually to provide full electrical power for consumers connected to the on-board network, i.e. also the actuator, as well as to enable full power line communication on or between the consumers.Provided via the on-board power system, the connected load, and thus the actuator, can communicate with other powerline communication counterparts. Such a counterpart is, for example, an aircraft's avionics system connected via a powerline communication counterpart. Here, too, "fully functional" means that the power from each of the networks, taken individually, ensures the fully equivalent operation of the actuator and its fully functional powerline communication. In other words, true, fully functional redundancy for the actuator from each of the on-board power systems is ensured.

[0008] The actuator contains an electric drive. The electric drive contains at least one, in particular exactly one, supply input. The supply input serves or is configured to supply the drive with electrical power, which is provided to the drive at the supply input from outside the drive.

[0009] The actuator contains at least two identical supply units that are designed to be redundant. Here, too, "identical" means that each of the supply units is completely redundant to the others, thus enabling full, regular operation of the actuator. Each of the supply units has the following properties:

[0010] The respective supply unit contains at least one, in particular exactly one, supply output. Each of the supply outputs is connected to at least one, in particular exactly one, of the supply inputs and serves to supply this or these supply inputs and thus the drive with full power (as defined above). In other words, the electric drive is supplied with its regular electrical power, which it requires to perform its tasks, via each supply output and supply input. In particular, exactly one of the supply outputs is connected to exactly one of the supply inputs. The number of these is therefore the same.

[0011] Each of the supply units contains at least one, in particular exactly one, in particular two-pole, mains connection. The mains connection serves or is configured to connect the respective supply unit to at least one, in particular exactly one, of the on-board electrical systems. Each of the mains connections is configured at least to receive the full operating power from the intended connected on-board electrical system. The mains connection is also configured for full powerline communication with or via this on-board electrical system. The mains connection therefore fulfills a dual function: on the one hand, to supply the actuator with the operating power, and on the other hand, to enable / provide powerline communication between the actuator and a powerline communication counterpart, which is also located on the on-board electrical system.

[0012] The full functionality of the on-board power systems and the redundant supply units with redundant power connections ensures that redundancy extends right into the actuator, i.e., into a consumer. This ensures that the drive in the actuator has full redundancy with respect to the on-board power systems. The actuator can be operated continuously, fully functionally, in regular nominal operation, i.e., unrestricted operation, directly from the redundant on-board power systems, without the use of intermediate distributors or similar devices. In other words, the redundancy of the on-board power systems extends right into the actuator (and in particular, even into the drive, see below).

[0013] In particular, the power supply output is a communication-free output, meaning that electrical power is available through it, but no processing or communication is possible via the power supply output. This also applies in particular to the power supply input. In other words, all processing and communication with the on-board electrical system or a counterpart takes place in the power supply unit, not on or in the drive.

[0014] According to the invention, it is possible to expand or optimize power line communication in a vehicle with regard to actuators in safety-critical areas. According to the invention, a redundant control unit in the form of the supply unit is integrated in the actuator with a single drive. This communicates via the power supply, i.e. the on-board power supply, with a counterpart, in particular with the central aircraft control system (avionics) in an aircraft. The actuator therefore only requires two redundant supply connections in the form of the power connections as an interface to the vehicle or aircraft. This results in the following advantages: • Significant savings in the overall system weight, since two discrete actuators including the mechanical linkage are no longer required, e.g. by more than 40%.

[0015] • Significant reduction of overall system complexity.

[0016] • At least two redundant power supplies (power rails) are supported.

[0017] • Communication and commanding via the power supply (on-board network / mains connection) significantly reduces the wiring effort in the vehicle (no separate data lines to the actuators are necessary).

[0018] • A large number of actuators can be addressed / controlled via one power supply, for example up to 255.

[0019] • In particular, a standard powerline communication interface is available to communicate with the central avionics (avionics backbone).

[0020] • A family concept for actuators is enabled, meaning actuators of different designs, etc., can be made available to be connected to the same on-board power system. This allows different torque, speed, etc., requirements to be met.

[0021] • The concept is very maintenance-friendly; individual actuators can be easily replaced (installed, removed) in minutes, e.g., and if necessary, simply replaced with alternative actuators.

[0022] The communication of the redundant integrated electronics in the form of the supply unit via the power supply (on-board electrical system) enables a highly efficient system design and very easy expandability. According to the invention, a "Smart Redundant Lightweight Actuator (SRLA)" is created. This results in a smart, redundant, lightweight actuator. This actuator, including the necessary redundant electronics (supply unit), is implemented in an integrated manner, particularly within an actuator housing. The actuator is controlled via data / signal transmission via the supply line, i.e., powerline communication.

[0023] Applications for actuators include flap and rudder control, door operation, pump control, rotor head control. Communication in the vehicle can be standardized. Maintenance is simplified. The solution is not dependent on a specific avionics system and can therefore work with different avionics generations (including vehicle control). The solution can be used in the retrofit sector. In a preferred embodiment, the drive has - as already indicated above - exactly one supply input per supply unit. This creates redundancy in the actuator from the mains connection to the respective supply input of the drive, so that only a failure of the drive itself leads to actuator failure. All other supply of / control of / communication with the drive in the actuator is then implemented redundantly.

[0024] In a preferred embodiment, the drive contains at least two supply inputs. Starting with the two supply inputs, the drive itself is partially or partly redundant. The redundant parts are redundancy sections of the drive. These lead to a remaining part of the drive that is not redundant. Thus, the drive itself is also at least partially redundant with regard to the supply units. Thus, the redundancy of the supply units is also extended or expanded "into the drive." Even a partial failure or partial defect in the redundant part of the drive itself does not necessarily lead to the failure of the drive and thus the actuator. The shared or non-redundant part of the drive, together with each of the redundancy sections, forms a fully functional drive.As a result, the drive has a non-redundant part that is supplied by the redundant redundancy sections, interacts with them, etc., wherein each of the redundancy sections has at least one of the supply inputs.

[0025] In a preferred variant of this embodiment, the drive contains at least one, in particular exactly one, movable output part. This is, for example, a rotor of a rotary motor or a carriage of a linear motor, etc. At least two, in particular all of the redundant sections then each contain a redundant stator part, with at least two of the stator parts acting on the same output part. The drive then therefore contains at least two stator parts. At least two of the stator parts are set up or designed to act on the same drive part. Each stator part, together with the associated drive part, is set up to operate independently as at least part of the drive, in particular as a complete drive, i.e. to fully fulfill the drive functionality, i.e. to independently fulfill the full drive functionality.In other words, the drive operates completely as intended as long as the output parts and each of the stator parts work together as intended. This creates a particularly high level of redundancy in the drive as well. In a preferred variant of this embodiment, each of the stator parts has exactly one of the supply inputs. This creates a particularly simple actuator, yet completely redundant for each stator part.

[0026] In a preferred variant of this embodiment, the drive contains, in particular is, an electric motor, and each of the stator parts contains its own stator winding of the motor. This means that the stator winding is self-contained and independent of or separate from other stator windings. The corresponding stator winding, together with the output part, thus fulfills the entire drive functionality. The drive part is, in particular, a rotor or a linear slide with a permanent magnet or (rotor) winding.

[0027] In a preferred embodiment, at least one of the supply units is designed as follows: It contains a power module connected to the mains connection and supplied with power during operation by this power module. This power module is configured to receive power from the on-board power system. However, it does not have the capability for powerline communication; however, it does have the supply output. In other words, the power module is configured solely to supply power to the drive from the on-board power system, but not for powerline communication with the on-board power system. The supply unit also contains a communication module connected to the mains connection. This communication module is configured for powerline communication with the on-board power system, but not for receiving power from the on-board power system.In other words, the communication module performs a purely communication function, but is not used to transmit power from the on-board electrical system to the drive. This allows each module to be optimized for its specific task. Sensor information, for example, can also be transmitted externally via the communication module (see below).

[0028] In a preferred variant of this embodiment, at least one of the supply units containing a power module also contains a control module. The control module is configured to control the operation of the drive by controlling the power module based on the power line communication. In other words, the control module controls the actual drive functionality of the drive, for example, switching it on or off depending on which commands / signals / values ​​are delivered via the power line communication. Furthermore, sensor information, for example, is processed in the control module (see below). In a preferred embodiment, at least one of the supply units contains at least one sensor module. This serves or is configured to determine sensor information on the actuator. "On the actuator" includes information inside and / or outside the actuator, e.g., in its environment.For example, the motor position of a rotor / linear slide or an ambient temperature can be determined outside the actuator and processed within the actuator or communicated outside the actuator. Additional sensor modules can record, for example, temperatures, vibrations, wear, mechanical load, etc. This allows sensor information to be used internally within the actuator, for example, for speed control / drive regulation, etc. Here, too, the control module can be optimized for its task. The actuator is then configured to process the sensor information internally and / or forward it to the powerline communication.

[0029] In a preferred embodiment, the actuator has only a single connector per power connection as electrical connections. In particular, the actuator has no other wired or wireless electrical interfaces, including communication and power interfaces. The only electrical power supply and communication thus takes place via the connector. The connector is, in particular, a single plug contact / plug / socket. Alternatively, the connector can also be designed as a plug / socket group.

[0030] The object is also achieved by a vehicle according to patent claim 11. The vehicle has the above-mentioned at least two redundant, similar electrical on-board networks. Each of the on-board networks is designed, as described above, to provide both full-fledged electrical power and full-fledged powerline communication for an actuator. The vehicle contains at least one actuator according to the invention. This is connected to at least two of the on-board networks by means of at least two of its network connections in such a way that a respective or redundant supply of full-fledged power and a respective or redundant full-fledged powerline communication is possible via the at least two of the network connections from the at least two of the on-board networks.In other words, the actuator is connected to at least two on-board power systems in a fully redundant manner, with each of the two on-board power systems enabling independent power supply and independent powerline communication. In particular, several actuators are connected to the on-board power system. In particular, each actuator is uniquely addressed with regard to its powerline communication, allowing each actuator to communicate individually and thus be operated, controlled, etc., individually.

[0031] The vehicle and at least some of its possible embodiments as well as the respective advantages have already been explained in connection with the actuator according to the invention.

[0032] In a preferred embodiment, the vehicle is an aircraft. The above-mentioned advantages of the invention are particularly significant for aircraft.

[0033] Further features, effects, and advantages of the invention will become apparent from the following description of a preferred embodiment of the invention and the accompanying figures. Each of these figures shows a schematic diagram:

[0034] Figure 1 shows a vehicle with two on-board networks and actuators in a block diagram,

[0035] Figure 2 shows one of the actuators from Fig. 1 in a block diagram.

[0036] Figure 1 shows a section of a vehicle 2, here an aircraft in the form of a passenger plane. The vehicle 2 has two redundant on-board electrical systems 4a, b, each of which is designed with two wires. Each of the on-board electrical systems 4a, b is supplied with electrical power from a respective power supply 6a, b, here an on-board electrical generator. A powerline communication unit 8a, b is connected to each on-board electrical system 4a, b, which in turn is communicatively connected to an avionics unit 10a, b of the aircraft. Thus, on each of the on-board electrical systems 4a, b, an electrical power Aa,b from the power supply 6a, b as well as a powerline communication PLCa,b with or to the powerline communication unit 8a, b or avionics unit 10a, b are redundantly available for any consumers that may be connected. Both are symbolically indicated by arrows in the figure.

[0037] In the example, a total of 255 actuators 12 are connected to the on-board networks 4a, b, of which only three are shown as examples in Figure 1. Each of the actuators 12 is redundantly connected to both on-board networks 4a, b using a respective network connection 14a, b. The respective network connections 14a are connected to the on-board network 4a, and the respective network connections 14b are connected to the on-board network 4b. Thus, the respective actuator 12 is supplied with power Aa via a network connection 14a and enables power line communication PLCa with the on-board network 4a. Each of the connections 14b enables a corresponding power Ab to be drawn from the on-board network 4b and enables communication PLCb with the on-board network 4b.

[0038] Figure 2 shows an example of one of the actuators 12 from Figure 1. Each of the actuators 12 contains a drive 16, here a motor 30 in the form of an electric rotary motor. This contains an output part 20 in the form of a rotor, which can be rotated about an axis of rotation 18, as well as two redundant stator parts 22a, b, as will be explained in more detail below. The electric drive 16 has two redundant supply inputs 24a, b. The supply inputs 24a, b each serve to redundantly or exclusively supply the drive 16 with the drive power Aa or Ab. In the example, a gear 17 (not explained in more detail) is connected downstream of the drive 16. The rotation about the axis of rotation 18 during operation is indicated by arrows.

[0039] The actuator 12 further contains two supply units 26a, b, which are also designed to be redundant with one another. Each of the supply units 26a, b has a supply output 28a, b. These are connected one-to-one to supply the supply inputs 24a, b. In addition, the supply units 26a, b have the respective power connections 14a, b explained above. The power connections 14a, b are thus each configured to receive power Aa, b from the on-board networks 4a, b and for powerline communication PLCa, b with the on-board networks 4a, b. Thus, the drive 16 has exactly one supply input 24a, b per supply unit 26a, b.

[0040] The drive 16 itself is also constructed to be at least partially redundant with respect to the supply units 26a, b. This is achieved by the drive 16 containing two redundancy sections 21a, b. Furthermore, it contains a single non-redundant movable drive part 20, but has two redundant stator parts 22a, b as parts of the redundancy sections 21a, b. Each of the redundancy sections 21a, b also has one of the supply inputs 24a, b. Each of the redundancy sections 21a, b or each of the stator parts 2a, b together with the output part 20 is designed to fulfill the full drive functionality of the drive 16. In other words, a single redundancy section 21a, b or stator part 22a or 22b together with the output part 20 is sufficient to develop the full drive power of the drive 16, here the motor. IeEven if the starting part 22a or the starting part 22b fails, the drive 16 can fully perform its intended drive functionality (driving the rotary axis 18). Each of the stator parts 22a, b has exactly one of the supply inputs 24a, b. The drive 16 here is the motor 30, the output part 20 is a rotor 32, and each of the stator parts 22a, b contains a stator winding 34a, b.

[0041] Each of the supply units 26a, b contains a power module 36a, b supplied by or connected to the respective power supply 14a, b. This power module is configured to receive the respective power Aa, b from the on-board network 4a, b, but has no capability for powerline communication PLCa, b and has the respective supply output 28a, b.

[0042] Each of the supply units 26a, b also contains a communication module 38a, b communicatively connected to the network connection 14a, b. This is configured for power line communication PLCa, b with the respective on-board network 4a, b, but not for receiving / transmitting the respective power output Aa, b. Each of the supply units 26a, b also contains a control module 40a, b. This is connected to the power modules 36a, b and communication modules 38a, b and is configured to control the drive 16 by controlling the respective power module 36a, b with regard to its operation based on the power line communication PLCa, b. The supply units 26a, b also each contain a sensor module 42a, b, here a respective redundant motor position sensor, which is coupled to the rotational axis 18 or shaft of the rotor 32.Each of the sensor modules 42a, b is also connected to the control module 40a, b and serves to determine a respective sensor information on the actuator 12. Here, a current angle of rotation of the rotation axis 18 is determined.

[0043] In addition, the sensor modules 42a, b serve to forward the relevant sensor information to the powerline communication PLCa,b, here by connecting it to the control modules 40a, b. In the control modules 40a, b, the motor position can be used internally to operate the drive 16, for example, for speed control or to determine a specific current rotational position. However, the sensor information can also be transmitted to the powerline communication PLCa,b via the on-board networks 4a, b to the respective avionics 10a, b, so that it is also available outside of the actuator 12. The network connections 14a, b are each designed as single plug contacts 44a, b. The plug contacts 44a, b represent the only electrical connections of the actuator 12. The actuator 12 therefore has no other wired or wireless electrical interfaces.

[0044] List of reference symbols

[0045] 2 vehicles

[0046] 4a, b on-board network

[0047] 6a, b Power supply

[0048] 8a, b Powerline communication unit

[0049] 10a, b Avionics

[0050] 12 Actuator

[0051] 14a,b mains connection

[0052] 16 Drive

[0053] 17 gearboxes

[0054] 18 axis of rotation

[0055] 20 stripping section

[0056] 21a, b Redundancy section

[0057] 22a, b Stator part

[0058] 24a, b supply input

[0059] 26a, b supply unit

[0060] 28a, b supply output

[0061] 30 engine

[0062] 32 rotors

[0063] 34a, b Stator winding

[0064] 36a, b power module

[0065] 38a, b Communication module

[0066] 40a, b control module

[0067] 42a, b sensor module

[0068] 44a, b plug contact

[0069] Aa,b Work performance

[0070] PLCa,b Powerline communication

Claims

AMENDED CLAIMS received by the International Bureau on 12 March 2024 (12.03.2024) 1. Actuator (12) for a vehicle (2) with at least two redundant, similar electrical on-board networks (4a, b), wherein each of the on-board networks (4a, b) is designed to provide both a fully functional electrical work output (Aa, b) for the actuator (12), which in itself ensures the fully equivalent operation of the actuator (12), and a fully functional power line communication (PLCa, b) for the actuator (12), which in itself ensures the fully equivalent operation of the actuator (12), - with a single electric drive (16) with at least one supply input (24a, b) for supplying the drive (16) with an electrical working power (Aa, b), - with at least two identical redundant supply units (26a, b), wherein each of the supply units (26a, b): - a supply output (28a, b) connected to at least one of the supply inputs (24a, b) for supplying at least one of the supply inputs (24a, b) with the full working power (Aa, b), and - a mains connection (14a, b) for connecting the supply unit (26a, b) to at least one of the on-board networks (4a, b), - wherein the mains connection (14a, b) is designed at least to receive the full working power (Aa, b) from the on-board network (4a, b) and for full power line communication (PLCa, b) with the on-board network (4a, b).

2. Actuator (12) according to claim 1, characterized in that the drive (16) has exactly one supply input (24a, b) per supply unit (26a, b).

3. Actuator (12) according to one of the preceding claims, characterized in that the drive (16) contains at least two supply inputs (24a, b) and the drive (16) is constructed partially redundantly in the form of a respective redundancy section (21a, b) starting from the supply inputs (24a, b). AMENDED SHEET (ARTICLE 19) 4. Actuator (12) according to claim 3, characterized in that the drive (16) contains at least one movable output part (20) and at least two of the redundancy sections (21a, b) each contain a redundant stator part (22a, b) for acting on the same output part (20), wherein each stator part (22a, b) with the associated output part (20) is set up to independently fulfill the full drive functionality of the drive (16).

5. Actuator (12) according to claim 4, characterized in that each of the stator parts (22a, b) has exactly one of the supply inputs (24a, b).

6. Actuator (12) according to one of claims 4 to 5, characterized in that the drive (16) contains a motor (30) and each of the stator parts (22a, b) contains its own stator winding (34a, b) of the motor.

7. Actuator (12) according to one of the preceding claims, characterized in that at least one of the supply units (26a, b): - a power module (36a, b) supplied by the mains connection (14a, b), which is designed to receive the working power (Aa, b) from the on-board network (4a, b), but has no capability for power line communication (PLCa, b) and has the supply output (28a, b), and - a communication module (38a, b) connected to the mains connection (14a, b) which is designed for powerline communication (PLCa, b) with the on-board network (4a, b), but not for receiving the work power (Aa, b) from the on-board network (4a, b).

8. Actuator (12) according to claim 7, characterized in that at least one of the supply units (26a, b) with the power module (36a, b) contains a control module (40a, b) which is designed to control the drive (16) by controlling the power module (36a, b) with regard to its operation on the basis of the power line communication (PLCa, b). AMENDED SHEET (ARTICLE 19) 9. Actuator (12) according to one of the preceding claims, characterized in that at least one of the supply units (26a, b) contains at least one sensor module (42a, b) which is configured to determine sensor information on the actuator (12).

10. Actuator (12) according to one of the preceding claims, characterized in that the actuator (12) has as electrical connections exclusively a single plug contact (44a, b) per mains connection (14a, b).

11. A vehicle (2) with at least two redundant, identical electrical on-board networks (4a, b), each of the on-board networks (4a, b) being configured to provide both a fully functional electrical power output (Aa, b) for an actuator (12), which in itself ensures fully equivalent operation of the actuator (12), and a fully functional power line communication (PLCa, b) for an actuator (12), which in itself ensures fully equivalent operation of the actuator (12), with at least one actuator (12) according to one of the preceding claims, which is connected to at least two of the on-board networks (4a, b) by means of at least two of its network connections (14a, b) in such a way that a redundant supply of the fully functional power output (Aa, b) from and a fully functional redundant power line communication (PLCa, b) with the at least two of the on-board networks (4a, b) is enabled via the at least two of the network connections (14a, b).

12. Vehicle (2) according to claim 11, characterized in that the vehicle (2) is an aircraft. AMENDED SHEET (ARTICLE 19)

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