Dual-pathway actuator and method for detecting a blockage of one of the mechanical paths of said actuator

Abstract

An actuator (20) arranged to be connected to a mechanical chain (13) of a mechanical system (10) for controlling the flight of a vehicle, comprising a first motor (22a), a first output arrangement (23a) driven in rotation about an axis of rotation (X1-X1) by the first motor (22a) and forming a first mechanical pathway, a second motor (22b), a second output arrangement (23b) driven in rotation about the axis of rotation (X1-X1) by the second motor (22b) and forming a second mechanical pathway, an output member (24) configured to be connected to the mechanical chain (13), a first and a second coupling / decoupling device (25a, 25b) connecting, in terms of rotation about the axis of rotation (X1-X1), respectively the first output arrangement (23a) and the second output arrangement (23b) with the output member (24) in a coupled position. The actuator (20) comprising an electronic control unit (40) configured to detect a blockage of one of the mechanical pathways of the actuator (20) and to control the torques of the motors (22a, 22b) separately.

Description

[0001] DESCRIPTION

[0002] TITLE: Dual-channel mechanical actuator and method for detecting a blockage of one of the mechanical channels of said actuator

[0003] Technical field of the invention

[0004] The present invention relates to the field of aerodynamic or mechanical systems configured to maintain a control surface in a position allowing the balance of a vehicle, in particular an aircraft, more particularly a helicopter.

[0005] More particularly, the invention relates to the detection of blocking of an actuator or compensator.

[0006] The invention also relates to the limitation of boarding in the event of release of such an actuator.

[0007] State of the prior art

[0008] Actuators or compensators arranged in parallel with a flight control chain are commonly referred to by the term "trim" in English.

[0009] As illustrated in Figure 1, a “trim” actuator 1 is generally arranged within a mechanical system 10 of a vehicle, in particular of an aircraft comprising a flight control 11, for example a stick movable relative to a floor 12, maneuverable by a pilot, connected by a mechanical flight control chain 13 to a member 14 for piloting the aircraft, such as a blade of a lift rotor, a blade of a yaw movement control rotor or a flap or equivalent.

[0010] Generally, a "trim" actuator 1 can be arranged within any mechanical system of any vehicle requiring a fusible section actuator.

[0011] A trim actuator generally comprises a motor with a rotor and a stator, the rotor being connected to an output lever or output shaft engaged on the mechanical flight control chain 13.

[0012] When the engine is engaged, the output lever rotates and moves at least one component of the mechanical flight control chain.

[0013] Under normal operating conditions, when the pilot operates the flight control, the mechanical flight control chain rotates the output lever, the "trim" actuator not blocking the mechanical flight control chain.

[0014] However, if the trim actuator jams, the entire flight control chain can be immobilized.

[0015] To avoid this, it is known to equip a "trim" actuator with a decoupling system in order to be disconnected from the mechanical flight control chain in the event of said "trim" actuator becoming blocked.

[0016] Among the disconnection systems, we know of fuse systems sized to break when the "trim" actuator is blocked following the application of a significant force by the pilot on the flight control.

[0017] For this purpose, in the example illustrated in Figure 2, a “trim” actuator comprises a motor 2 driving in rotation along an axis of rotation X l -X l via an internal mechanical power transmission chain (not referenced) an arrangement or first output shaft 3 engaged on the mechanical flight control chain 13. Said output arrangement 3 is made integral in rotation with a second output shaft or lever 4 by a fusible pin 5. The output lever 4 is mechanically connected to the mechanical flight control chain.

[0018] The motor 2 and the first output shaft 3 are housed in a casing 6, and the output lever 4 is arranged partially in said casing 6 and extends partially outside it.

[0019] In normal operation, that is to say without blocking or seizing of the “trim” actuator 1, the fusible pin 5 allows a mechanical torque to be transmitted between the output lever 4 and the motor 2.

[0020] In the event of the “trim” actuator 1 being blocked, for example following an internal failure of said actuator, the pilot physically feels that the mechanical flight control chain 13 is blocked. The pilot must generate a force on the flight control 11 in order to break the fusible pin 5 and thus free the output lever 4 in rotation relative to the first output shaft 3. Although satisfactory, such a solution requires precise dimensioning of the pin 5 so that its breaking threshold is sufficient to guarantee the mechanical strength of the pin during the flight of the aircraft, while being suitable so that all pilots can produce the forces necessary to break said pin.

[0021] This induces torque levels to trigger the fusible pin of the order of 30 Nm

[0022] The effort required by the pilot to break the fuse pin involves a movement of the control column, which causes the pilot to be involved in the movement. This can be problematic in flight because the pilot has to jerk the flight controls.

[0023] In addition, abrupt release of the torque control can generate a sudden change in the aircraft's attitude.

[0024] It is therefore desirable to have devices to limit this boarding phenomenon.

[0025] It is known to equip an actuator with a fusible system with fluid damping. However, such a solution considerably increases the size of the actuator. When the fusible pin between the output shaft and the output lever breaks, a resistive torque between the output shaft and the output lever is ensured by the support of a viscous fluid against vanes.

[0026] However, such a solution significantly increases the size and weight of the actuator. On the other hand, the use of a fluid can cause leaks within the actuator.

[0027] Actuators are also known with a mechanically damped fusible link system in which, when the fusible link between the output shaft and the output lever breaks, a resistive torque between the output shaft and the output lever is ensured by the mechanical friction between two brake pads. However, such a solution requires frequent adjustment, for example every 300 hours of aircraft flight.

[0028] We also know a single-motor "trim" actuator controlled by a control device comprising two separate calculation chains configured to develop a direction of movement instruction to be transmitted to the actuator and to compensate for failures of one calculation chain. However, such a solution does not make it possible to compensate for failure of the "trim" actuator in the event of blockage.

[0029] There is a need to improve damping and prevent flight control boarding during fusible disconnection between the output shaft of a trim actuator and the flight control chain, while maintaining a reduced radial and axial footprint.

[0030] Statement of the invention

[0031] The present invention therefore aims to overcome the aforementioned drawbacks.

[0032] The objective of the invention is to limit the pilot's control stick loading when the fusible connection of a trim actuator breaks.

[0033] The invention also aims to detect the blocking of a “trim” actuator.

[0034] The invention relates to an actuator arranged to be connected to a mechanical chain of a mechanical flight control system of a vehicle, comprising at least a first motor, a first output arrangement driven in rotation about an axis of rotation by the first motor, a second motor, a second output arrangement driven in rotation about the axis of rotation by the second motor, an output member configured to be connected to the mechanical chain, for example secured to an output lever mechanically connected to the mechanical chain, a first coupling / decoupling device connecting in rotation about the axis of rotation the first output arrangement and the output member in a coupled position, and a second coupling / decoupling device connecting in rotation about the axis of rotation the second output arrangement and the output member in a coupled position.

[0035] Each of the motors is associated with its own angular position sensor. The first motor and the first output arrangement form a first mechanical path and the second motor and the second output arrangement form a second mechanical path.

[0036] The actuator comprises an electronic control unit, with the acronym ECU, configured to detect a blockage of one of the mechanical paths of the actuator and to separately control the torques of the motors. The electronic control unit comprises a module for detecting the blockage of one of the mechanical paths configured to determine the blockage on the two mechanical paths of the actuator by observing the currents of the two motors, for example measured by current sensors, and / or by comparing the angular positions of the two motors from the position sensors.

[0037] Separate control of the motor torques allows for boarding management in the event of blockage of one of the mechanical paths in the dual mechanical path actuator architecture.

[0038] Due to the architecture of the dual channel actuator, the actuator is equipped with two coupling / decoupling devices, namely a mechanical coupling / decoupling device. Furthermore, each of these mechanical channels includes its own motor and its own angular position sensor.

[0039] Unlike the prior art, the control of a single motor is not doubled, but the number of motors is doubled, each motor being equipped with its own, i.e. independent, control device.

[0040] The actuator considered above has a dual mechanical path. Alternatively, an actuator with more than two mechanical paths could be provided.

[0041] Advantageously, the module for detecting the blockage of one of the mechanical channels is configured to calculate a current difference between the current of the first motor and the current of the second motor and to compare this current difference with a current difference threshold value, the blockage detection module being configured to emit a signal for detecting a blockage on the two mechanical channels if the current difference is greater than the current difference threshold value.

[0042] Advantageously, the module for detecting the blockage of one of the mechanical channels is configured to calculate the difference in angular position between the angular position of the first motor and the angular position of the second motor and to compare this difference in angular position with an angular position difference threshold value, the blockage detection module being configured to emit a signal for detecting a blockage on the two mechanical channels if the difference in angular position is greater than the angular position difference threshold value.

[0043] Generally, the blockage detection module is configured to output a blockage detection signal on both mechanical paths if one of the current or angular position differences is greater than the corresponding threshold value.

[0044] Preferably, the electronic control unit further comprises a module for disconnecting the blocked mechanical path configured to short-circuit the two motors and a module for determining the blocked mechanical path configured to compare the angular positions of the two motors with the angular position of the output member and determine which of the mechanical paths is blocked after breakage, by applying a torque to a flight control of the flight control system, manually by the pilot, of the device for connecting / disconnecting the blocked mechanical path.

[0045] For example, the module for determining the blocked mechanical path is configured to calculate a first angular position difference between the angular position of the first motor and the angular position of the output member and to compare this angular position difference with an angular position difference threshold value, the module for determining the blocked mechanical path being configured to emit a signal for disconnecting the first mechanical path to a module for controlling the power supply to the motors when the first angular position difference is greater than the angular position difference threshold value.

[0046] If the first angular position difference is less than or equal to the angular position difference threshold value, there is no blockage on the first mechanical path.

[0047] For example, the module for determining the blocked mechanical path is configured to calculate a second angular position difference between the angular position of the second motor and the angular position of the output member and to compare this angular position difference with an angular position difference threshold value, the module for determining the blocked mechanical path being configured to emit a signal for disconnecting the second mechanical path to a module for controlling the power supply to the motors when the second angular position difference is greater than the angular position difference threshold value.

[0048] If the second angular position difference is less than or equal to the angular position difference threshold value, there is no blockage on the second mechanical path.

[0049] The blocked mechanical path determination module is configured to determine the blockage of both mechanical paths in parallel.

[0050] Preferably, the ECU further comprises the motor power control module configured to receive the signals from the blocked mechanical track determination module and configured to reactivate the motor of the valid mechanical track and to cut off the electrical power to the motor of the blocked mechanical track.

[0051] For example, the first coupling / decoupling device is a fusible connection, e.g., a shear pin, and the second coupling / decoupling device is a fusible connection, e.g., a shear pin.

[0052] Alternatively, any other shape could be provided for the first and second coupling / decoupling devices to couple and decouple the first output arrangement with the output member and the second output arrangement with the output member, respectively.

[0053] The fusible connection devices each transmit the forces between the corresponding output arrangement and the output member and provide the function of a mechanical fuse configured to break when the transmitted forces exceed a threshold value. The breaking of the fusible connection device causes the disconnection between the corresponding output arrangement and the output member so that the output member is no longer rotated by the corresponding output arrangement.

[0054] According to a second aspect, the invention relates to a mechanical flight control system for a vehicle, in particular an aircraft, comprising a flight control connected by a mechanical flight control chain to a piloting member of the aircraft and an actuator as described previously arranged to be mechanically connected to the mechanical flight control chain.

[0055] The flight control is, for example, a stick movable relative to a floor, maneuverable by a pilot, and the vehicle control member is, for example, a blade of a lift rotor, a blade of a yaw movement control rotor or a flap or equivalent.

[0056] According to another aspect, the invention relates to a method for detecting a blockage of one of the mechanical paths of an actuator with at least two mechanical paths comprising at least a first motor, a first output arrangement driven in rotation about an axis of rotation by the first motor, a second motor, a second output arrangement driven in rotation about the axis of rotation by the second motor, an output member configured to be in the mechanical chain, a first coupling / decoupling device connecting in rotation about the axis of rotation the first output arrangement and the output member in a coupled position, and a second coupling / decoupling device connecting in rotation about the axis of rotation the second output arrangement and the output member in a coupled position.

[0057] Each of the motors is associated with its own angular position sensor.

[0058] The first motor and the first output arrangement form a first mechanical path and the second motor and the second output arrangement form a second mechanical path.

[0059] The method comprises a step of detecting the blockage on the two mechanical paths of the actuator by observing the currents of the two motors, for example measured by current sensors, and / or by comparing the angular positions of the two motors from the position sensors.

[0060] Advantageously, the step of detecting the blockage of one of the mechanical paths comprises a step of measuring the angular position of the first motor and the angular position of the second motor from the position sensors, a step of calculating the difference in angular position between the angular position of the first motor and the angular position of the second motor and a step of comparing this difference in angular position with an angular position difference threshold value, a blockage on the two mechanical paths being detected if the difference in angular position is greater than the angular position difference threshold value.

[0061] Advantageously, the step of detecting the blockage of one of the mechanical paths comprises a step of measuring the currents of the two motors by current sensors, a step of calculating the current difference between the current of the first motor and the current of the second motor and a step of comparing this current difference with a current difference threshold value, a blockage on the two mechanical paths being detected if the current difference is greater than the current difference threshold value.

[0062] The blockage detection step allows to detect the blockage of one of the mechanical paths by observing the current and / or by observing the angular position of the rotor of each motor. Thus, if one of the current or angular position differences is greater than the corresponding threshold value, a blockage on the mechanical paths is detected.

[0063] Preferably, the method further comprises a step of short-circuiting the two motors and a step of determining the blocked mechanical path after breakage, by applying a torque to a flight control of the flight control system, in particular manually by the pilot or automatically, of the device for connecting / disconnecting the blocked mechanical path.

[0064] Advantageously, the step of determining the blocked mechanical path comprises a step of measuring the angular position of the first motor by the first position sensor, a step of calculating a first angular position difference between the angular position of the first motor and the angular position of the output member and a step of comparing this angular position difference with an angular position difference threshold value, a blockage being detected on the first mechanical path if the first angular position difference is greater than the angular position difference threshold value.

[0065] In this case, the power supply of the first mechanical channel is disconnected in the OFF position. Otherwise, if the first angular position difference is less than or equal to the angular position difference threshold value, there is no blocking on the first mechanical channel and the motor of the valid mechanical channel is reactivated in the ON position.

[0066] Advantageously, the step of determining the blocked mechanical path comprises a step of measuring the angular position of the second motor, a step of calculating a second angular position difference between the angular position of the second motor and the angular position of the output member and a step of comparing this second angular position difference with an angular position difference threshold value, a blockage being detected on the first mechanical path if the second angular position difference is greater than the angular position difference threshold value.

[0067] In this case, the power supply of the second mechanical channel is disconnected in the OFF position. Otherwise, if the second angular position difference is less than or equal to the angular position difference threshold value, there is no blocking on the second mechanical channel and the motor of the valid mechanical channel is reactivated in the ON position.

[0068] Brief description of the drawings

[0069] Other aims, characteristics and advantages of the invention will appear on reading the following description, given solely by way of non-limiting example, and made with reference to the indexed drawings in which:

[0070] [Fig 1], is a schematic view of a mechanical control system of a vehicle comprising an actuator according to the prior art;

[0071] [Fig 2] is a partial sectional detail view of the actuator of Figure 1;

[0072] [Fig 3] is a schematic view of an actuator according to the invention comprising an electronic control unit according to the invention; and

[0073] [Fig 4] represents the flowchart of an engine torque control method implemented by the electronic control unit of Figure 1.

[0074] Detailed description of at least one embodiment In the remainder of the description, the terms “axial” and “radial” are defined relative to an axis of rotation X l -X l of an output member 24 of the actuator 20.

[0075] The actuator 20 is a “trim” actuator configured to be arranged in parallel with a flight control chain of an aircraft, in particular a helicopter.

[0076] The actuator 20 comprises a first motor 22a provided with a stator and a rotor (not referenced) and a first output arrangement 23a driven in rotation along an axis of rotation X l -X l by the first motor 22a via a first internal mechanical power transmission chain (not referenced).

[0077] By "output arrangement" is meant a device comprising a first transmission shaft integrated into the engine or connected to the engine via a mechanical chain internal to the engine.

[0078] The actuator 20 further comprises a second motor 22b provided with a stator and a rotor (not referenced) and a second output arrangement 23b driven in rotation along an axis of rotation X l -X l by the second motor 22b via a second internal mechanical power transmission chain (not referenced).

[0079] The actuator 20 further comprises an output member 24 secured to an output lever (not visible in the figures).

[0080] The output lever is mechanically connected to the mechanical chain 13 of a mechanical flight control system 10 visible in FIG. 1.

[0081] The first output arrangement 23a is rotationally secured to the output member 24 by means of a first coupling / decoupling device 25a, here in the form of a fusible connection, for example a pin.

[0082] In other words, the first output arrangement 23a and the output member 24 are jointly movable in rotation about the axis of rotation X l -X l via the first coupling / decoupling device 25a.

[0083] The second output arrangement 23b is rotationally secured to the output member 24 by means of a second coupling / decoupling device 25b, here in the form of a fusible connection, for example a pin.

[0084] In other words, the second output arrangement 23b and the output member 24 are jointly movable in rotation about the axis of rotation X l -X l via the second coupling / decoupling device 25b.

[0085] Each of the fuse pins 25a, 25b extends here along an axis perpendicular to the axis of rotation X l -X l .

[0086] Alternatively, it could be provided that each of the fusible pins 25a, 25b extends along an axis parallel to the axis of rotation X l - X l .

[0087] Alternatively, any other shape could be provided for the first and second coupling / decoupling devices 25a, 25b to couple and decouple respectively the first output arrangement 23a with the output member 24 and the second output arrangement 23b with the output member 24.

[0088] The first motor 22a and / or the second motor 22b is configured to move the output lever 24 via at least one of the output arrangements 23a, 23b of the actuator 20.

[0089] The first output arrangement 23a and the second output arrangement 23b are, generally, a first and second rotatable members and the output member 24 is, generally, a third fixed member when it is not linked to at least one of the output arrangements 23a, 23b.

[0090] In normal operation, that is to say without blocking or seizing of the “trim” actuator 20, the coupling / decoupling devices 25a, 25b make it possible to transmit a mechanical torque respectively between the first motor 22a and the output member 24, via the first output arrangement 23a and between the second motor 22b and the output member 24, via the second output arrangement 23b.

[0091] The output arrangements 23a, 23b and the output member 24 are fixed in translation along the axis of rotation X l -X l .

[0092] The output arrangements 23a, 23b and the output member 24 are coaxial here.

[0093] The output member 24 here extends partially inside the first and second output arrangements 23a, 23b.

[0094] Generally, the actuator 20 comprises a first fusible connection device 25a configured to connect in rotation about the axis of rotation X l -X l the first output arrangement 23a and the output member 24 and a second fusible connection device 25b configured to connect in rotation about the axis of rotation X l -X l the second output arrangement 23b and the output member 24.

[0095] The fusible connection devices 25a, 25b each transmit the forces between the corresponding output arrangement 23a, 23b and the output member 24 and provide the function of a mechanical fuse configured to break when the transmitted forces exceed a threshold value. The breaking of the fusible connection device causes the disconnection between the corresponding output arrangement 23a, 23b and the output member 24 so that the output member 24 is no longer driven in rotation by the corresponding output arrangement 23a, 23b.

[0096] Due to the architecture of the dual channel actuator, the actuator 20 is equipped with two fusible connections 25a, 25b, namely one fusible connection per mechanical channel. Furthermore, each of these mechanical channels includes its own motor 22a, 22b and its own angular position sensor 26a, 26b.

[0097] By "position sensor" we mean, for example, a passive sensor of rotational displacements or Rotary Variable Differential Transformer, in Anglo-Saxon terms, with the acronym "RVDT".

[0098] In the event of the “trim” actuator 20 being blocked, for example following an internal failure of said actuator, the pilot physically feels that the mechanical flight control chain 13 is blocked. The pilot must generate a force on the flight control 11, and thus on the output member 24, in order to break the fusible connection device 25a, 25b and thus release the output member 24, and in particular the output lever, in rotation relative to the faulty output arrangement 23a, 23b.

[0099] In order to attenuate the yaw movement of the output member 24, the actuator 20 further comprises an electronic control unit 40, with the acronym UCE, configured to control the torques produced by the two motors 22a, 22b, to detect a blockage of one of the mechanical paths of the actuator 20 and to separately control the torques of the motors in order to manage the loading in the event of a blockage of one of the mechanical paths in the architecture of the dual mechanical path actuator.

[0100] The ECU 40 includes a module 42 for detecting the blockage of one of the mechanical channels by two distinct and combinable methods:

[0101] - By observing the currents II, I2 of the two motors 22a, 22b, measured by current sensors (not shown). In fact, the blocking of a mechanical path causes an increase in the current on said blocked mechanical path. This is due to the fact that the motor tries to overcome the resistive torque following the seizure. And / or

[0102] - By comparison of the angular positions 01, 02 of the two motors 22a, 22b from the position sensors 26a, 26b. Indeed, in the event of a blockage of a mechanical track, the motor of this blocked track no longer rotates as soon as the seizure / blockage appears. The motor of the other unblocked track continues to rotate for a short period of time due to the flexibility of the fusible connections 25a, 25b. Said fusible connections 25a, 25b deform and allow the motor of the unblocked mechanical track to rotate within a small angular range.

[0103] The module 42 for detecting the blocking of one of the mechanical channels is configured to calculate the difference in current AI between the current II of the first motor 22a and the current I2 of the second motor 22b and to compare this difference in current AI with a threshold value of current difference Almax.

[0104] If the AI ​​current difference is less than or equal to the Almax current difference threshold value, there is no blockage on both mechanical channels. If the AI ​​current difference is greater than the Almax current difference threshold value, the blockage detection module 42 outputs a blockage detection signal on both mechanical channels.

[0105] The module 42 for detecting the blockage of one of the mechanical paths is further configured to calculate the difference in angular position A0 between the angular position 01 of the first motor 22a and the angular position 02 of the second motor 22b and to compare this difference in angular position A0 with a threshold value of difference in angular position A0max.

[0106] If the angular position difference A0 is less than or equal to the angular position difference threshold value AOmax, there is no blockage on the two mechanical channels. If the angular position difference AO is greater than the angular position difference threshold value AOmax, the blockage detection module 42 emits a blockage detection signal on the two mechanical channels.

[0107] As explained above, the detection module 42 is configured to detect the blockage of one of the mechanical paths by observing the current and / or by observing the angular position of the rotor of each motor. Thus, in the case where the detection module 42 combines the observations of current and angular position, the blockage detection module 42 is configured to emit a signal for detecting a blockage on the two mechanical paths if one of the differences in current or angular position is greater than the corresponding threshold value.

[0108] The ECU 40 also includes a module 44 for disconnecting the blocked mechanical track.

[0109] Said module 44 is configured to short-circuit the two motors 22a, 22b. The pilot then applies a significant torque to the flight control 11 which causes the fusible connection of the blocked mechanical path to break.

[0110] Each mechanical fuse is connected to a mechanical track and to output shaft 3. If one of the tracks seizes, only the fuse in the seized track transmits torque. It is therefore the only one to break. The motors are short-circuited.

[0111] The blocked mechanical track is thus disconnected from the rest of the mechanical chain. The valid track is therefore free to rotate and the fuse of this track is subjected to only a low torque. The motor of the valid mechanical track, i.e. not blocked, then has a post-breakage shock absorber role which limits the loading.

[0112] After a short delay, boarding is mixed.

[0113] The ECU 40 further includes a module 46 for determining the blocked mechanical track.

[0114] Said module 46 is configured to compare the angular positions 01, 02 of the two motors 22a, 22b with the angular position 0S of the output member 24 and determine which of the mechanical paths is blocked.

[0115] Said module 46 for determining the blocked mechanical path is configured to calculate a first angular position difference AE 1 between the angular position 01 of the first motor 22a and the angular position 0S of the output member 24 and to compare this angular position difference AE 1 with an angular position difference threshold value AEmax.

[0116] If the first angular position difference AE 1 is less than or equal to the angular position difference threshold value AEmax, there is no blockage on the first mechanical channel. If the first angular position difference AE 1 is greater than the angular position difference threshold value AEmax, the module 46 for determining the blocked mechanical channel sends a signal for disconnecting the first mechanical channel to a module 48 for controlling the power supply to the motors 22a, 22b.

[0117] Said module 46 for determining the blocked mechanical path is further configured to calculate a second angular position difference AE2 between the angular position 02 of the second motor 22b and the angular position 0S of the output member 24 and to compare this angular position difference AE2 with an angular position difference threshold value AEmax.

[0118] If the second angular position difference AE2 is less than or equal to the angular position difference threshold value AEmax, there is no blockage on the second mechanical channel. If the second angular position difference AE2 is greater than the angular position difference threshold value AEmax, the module 46 for determining the blocked mechanical channel sends a signal for disconnecting the second mechanical channel to the module 48 for controlling the power supply to the motors 22a, 22b.

[0119] Indeed, the motor whose angular position is consistent with that of the output member 24 corresponds to that of the valid mechanical path, that is to say whose angular position is close to the angular position of the output member 24. On the contrary, the motor whose angular position is not consistent with that of the output member 24 corresponds to that of the blocked mechanical path.

[0120] The module 46 for determining the blocked mechanical path is configured to determine in parallel the blocking of the two mechanical paths.

[0121] The ECU 40 further comprises the module 48 for controlling the power supply to the motors 22a, 22b configured to receive the signals from the module 46 for determining the blocked mechanical track and configured to reactivate the motor of the valid mechanical track and to cut off the electrical power supply to the motor of the blocked mechanical track.

[0122] As illustrated in Figure 4, the method 100 implemented by the electronic control unit of Figure 1 is configured to detect a blockage of one of the mechanical paths of the actuator 20 and to control the torques of the motors in order to manage the loading in the event of a blockage of one of the mechanical paths in the architecture of the dual mechanical path actuator.

[0123] As illustrated, and in a non-limiting manner, the control method 100 comprises a first step 101 of choosing the piloting mode between manual piloting and automatic piloting.

[0124] The method 100 further comprises a step 110 of detecting the blockage of one of the mechanical pathways by the two distinct and combinable methods detailed previously, namely by observation of the currents II, I2 of the two motors 22a, 22b, measured by current sensors (not shown), and / or by comparison of the angular positions O1, O2 of the two motors 22a, 22b from the position sensors 26a, 26b.

[0125] Step 1 10 of detecting the blockage of one of the mechanical paths comprises a step 1 1 1 of measuring the angular position 01 of the first motor 22a and the angular position 02 of the second motor 22b from the position sensors 26a, 26b, a step 1 12 of calculating the difference in angular position A0 between the angular position 01 of the first motor 22a and the angular position 02 of the second motor 22b and a step 1 13 of comparing this difference in angular position A0 with a threshold value of difference in angular position A0max.

[0126] If the angular position difference A0 is less than or equal to the angular position difference threshold value A0max, there is no blockage on both mechanical paths. If the angular position difference AO is greater than the angular position difference threshold value AOmax, a blockage on both mechanical paths is detected.

[0127] Step 1 10 of detecting the blockage of one of the mechanical paths comprises a step 1 15 of measuring the currents II , I2 of the two motors 22a, 22b by current sensors (not shown), a step 1 16 of calculating the current difference AI between the current I l of the first motor 22a and the current I2 of the second motor 22b and a step 1 17 of comparing this current difference AI with a current difference threshold value Almax.

[0128] If the AI ​​current difference is less than or equal to the Almax current difference threshold value, there is no blockage on both mechanical channels. If the AI ​​current difference is greater than the Almax current difference threshold value, a blockage on both mechanical channels is detected.

[0129] As explained above, step 1 10 of blockage detection makes it possible to detect the blockage of one of the mechanical paths by observing the current and / or by observing the angular position of the rotor of each motor. Thus, if one of the current or angular position differences is greater than the corresponding threshold value, a blockage on the mechanical paths is detected.

[0130] Steps 1 1 1 , 1 12, 1 13 are carried out in parallel with steps 1 15 , 1 16, 1 17 in the case where the current and the angular position of the two motors 22a, 22b are observed.

[0131] The method 100 further comprises a step 120 of short-circuiting the two motors 22a, 22b. The pilot then applies, during a step 122 of breaking the fusible connection, a torque to the flight control 11 to cause the fusible connection of the blocked mechanical path to break.

[0132] Step 122 of breaking the fusible connection is dependent on an external action and is shown in dotted lines in Figure 4.

[0133] The step 122 of breaking the fusible connection corresponds here to a time delay step allowing the fusible connection of the blocked mechanical track to be broken. The time delay step is indeed a step specific to the method 100 and allows the pilot to break the pin. The step 122 of breaking the fusible connection corresponds to a time delay of between 2s and 5s, preferably 4s. The blocked mechanical track is thus disconnected from the rest of the mechanical chain. The motor of the valid mechanical track, i.e. not blocked, then has a role of post-breakage shock absorber and makes it possible to limit boarding.

[0134] The method 100 further comprises a step 130 of determining the blocked mechanical path.

[0135] Said step 130 of determining the blocked mechanical path aims to compare the angular positions 01, 02 of the two motors 22a, 22b with the angular position 0S of the output member 24 and determine which of the mechanical paths is blocked.

[0136] Said step 130 of determining the blocked mechanical path comprises a step 131 of measuring the angular position 01 of the first motor 22a by the first position sensor 26a, a step 132 of calculating a first angular position difference AE 1 between the angular position 01 of the first motor 22a and the angular position 0S of the output member 24 and a step 133 of comparing this angular position difference AE 1 with an angular position difference threshold value AEmax.

[0137] If the first angular position difference AE 1 is less than or equal to the angular position difference threshold value AEmax, there is no blocking on the first mechanical channel and the motor of the valid mechanical channel is reactivated in the ON position. If the first angular position difference AE 1 is greater than the angular position difference threshold value AEmax, the power supply of the first mechanical channel is disconnected in the OFF position.

[0138] Said step 130 of determining the blocked mechanical path comprises a step 135 of measuring the angular position 02 of the second motor 22b, a step 136 of calculating a second angular position difference AE2 between the angular position 02 of the second motor 22b and the angular position 0S of the output member 24 and a step 137 of comparing this second angular position difference AE2 with an angular position difference threshold value AEmax.

[0139] If the second angular position difference AE2 is less than or equal to the angular position difference threshold value AEmax, there is no blocking on the second mechanical channel and the motor of the valid mechanical channel is reactivated in the ON position. If the second angular position difference AE2 is greater than the angular position difference threshold value AEmax, the power supply of the second mechanical channel is disconnected in the OFF position.

[0140] Steps 131, 132, 133 are carried out in parallel with steps 135, 136, 137.

[0141] The architecture of the dual channel actuator makes it possible to restore a synthetic force to the pilot at the level of the output member 24 via the device 40 for controlling the torques produced by the first and second motors 22a, 22b.

[0142] Based on a dual mechanical channel architecture, the invention exploits the flexibility of the mechanical connection to enable detection of blockage of one of the mechanical channels. In addition, the invention enables identification of the blocked mechanical channel and reconfiguration of the valid channel in order to limit the boarding phenomenon in the event of breakage of the fusible connection of the "trim" actuator.

Claims

CLAIMS 1. Actuator (20) arranged to be connected to a mechanical chain (13) of a mechanical flight control system (10) of a vehicle, comprising at least a first motor (22a), a first output arrangement (23a) driven in rotation about an axis of rotation (X l -X l ) by the first motor (22a), a second motor (22b), a second output arrangement (23b) driven in rotation about the axis of rotation (X l -X l ) by the second motor (22b), an output member (24) configured to be connected to the mechanical chain (13), a first coupling / decoupling device (25a) connecting in rotation about the axis of rotation (X l -X l ) the first output arrangement (23a) and the output member (24) in a coupled position, and a second coupling / decoupling device (25b) connecting in rotation about the axis of rotation (X l -X l ) of rotation (X l -X l ) the second output arrangement (23b) and the output member (24) in a coupled position, each of the motors (22a,22b) being associated with its own angular position sensor (26a, 26b), the first motor (22a) and the first output arrangement (23a) form a first mechanical path and the second motor (22b) and the second output arrangement (23b) form a second mechanical path, the actuator (20) comprising an electronic control unit (40) configured to detect a blockage of one of the mechanical paths of the actuator (20) and to separately control the torques of the motors (22a, 22b), the electronic control unit (40) comprising a module (42) for detecting the blockage of one of the mechanical paths configured to determine the blockage on the two mechanical paths of the actuator (20) by observing the currents (II, 12) of the two motors (22a, 22b) and / or by comparing the angular positions (01, 02) of the two motors (22a, 22b) from the position sensors (26a, 26b),the electronic control unit (40) further comprising a module (44) for disconnecting the blocked mechanical path configured to short-circuit the two motors (22a, 22b) and a module (46) for determining the blocked mechanical path configured to compare the angular positions (01, 02) of the two motors (22a, 22b) with an angular position (0S) of the output member (24) and determine which of the mechanical paths is blocked after breakage, by applying a torque to a flight control (11) of the flight control system (10) of the connection / disconnection device (25a, 25b) of the blocked mechanical path., 2. Actuator (20) according to claim 1, in which the module (42) for detecting the blocking of one of the mechanical paths is configured to calculate a current difference (AI) between the current (II) of the first motor (22a) and the current (12) of the second motor (22b) and to compare this current difference (AI) with a current difference threshold value (Almax), the blockage detection module (42) being configured to emit a signal for detecting a blockage on the two mechanical paths if the current difference (AI) is greater than the current difference threshold value (Almax).

3. Actuator (20) according to claim 1 or 2, wherein the module (42) for detecting the blockage of one of the mechanical channels is configured to calculate the difference in angular position (AO) between the angular position (01) of the first motor (22a) and the angular position (02) of the second motor (22b) and to compare this difference in angular position (A0) with an angular position difference threshold value (AOmax), the module (42) for detecting the blockage being configured to emit a signal for detecting a blockage on the two mechanical channels if the difference in angular position (A0) is greater than the angular position difference threshold value (AOmax).

4. Actuator (20) according to any one of the preceding claims, wherein the module (46) for determining the blocked mechanical path is configured to calculate a first angular position difference (AE 1 ) between the angular position (01 ) of the first motor (22a) and the angular position (OS) of the output member (24) and to compare this angular position difference (AE 1 ) with an angular position difference threshold value (AEmax), the module (44) for determining the blocked mechanical path being configured to emit a signal for disconnecting the first mechanical path to a module (48) for controlling the power supply to the motors (22a, 22b) when the first angular position difference (AE 1 ) is greater than the angular position difference threshold value (AEmax).

5. Actuator (20) according to any one of the preceding claims, in which the module (46) for determining the blocked mechanical path is configured to calculate a second angular position difference (AE2) between the angular position (02) of the second motor (22b) and the angular position (OS) of the output member (24) and to compare this angular position difference (AE2) with an angular position difference threshold value (AEmax), the module (44) for determining the blocked mechanical path being configured to emit a signal for disconnecting the second mechanical path to a module (48) for controlling the power supply to the motors (22a, 22b) when the second angular position difference (AE2) is greater than the angular position difference threshold value (AEmax).

6. An actuator (20) according to any preceding claim, wherein the first coupling / decoupling device (25a) is a fusible connection, preferably a shear pin and the second coupling / decoupling device (25b) is a fusible connection, preferably a shear pin.

7. Mechanical system (10) for controlling the flight of a vehicle, in particular an aircraft, comprising a flight control (11) connected by a mechanical flight control chain (13) to a member (14) for piloting the aircraft and an actuator (20) according to any one of the preceding claims arranged to be mechanically connected to the mechanical flight control chain (13).

8. Method (100) for detecting a blockage of one of the mechanical paths of an actuator (20) with at least two mechanical paths comprising at least a first motor (22a), a first output arrangement (23a) driven in rotation about an axis of rotation (X l -X l ) by the first motor (22a), a second motor (22b), a second output arrangement (23b) driven in rotation about the axis of rotation (X l -X l ) by the second motor (22b), an output member (24) configured to be in the mechanical chain (13), a first coupling / decoupling device (25a) connecting in rotation about the axis of rotation (X l -X l ) the first output arrangement (23a) and the output member (24) in a coupled position, and a second coupling / decoupling device (25b) connecting in rotation about the axis of rotation (X l -X l ) the second output arrangement (23b) and the output member (24) in a coupled position, each of the motors (22a,22b) being associated with its own angular position sensor (26a, 26b), the first motor (22a) and the first output arrangement (23a) form a first mechanical path and the second motor (22b) and the second output arrangement (23b) form a second mechanical path, wherein the method comprises a step (1 10) of detecting the blockage on the two mechanical paths of the actuator (20) by observing the currents (II, 12) of the two motors (22a, 22b) and / or by comparing the angular positions (01, 02) of the two motors (22a, 22b) from the position sensors (26a, 26b), the method further comprising a step (120) of short-circuiting the two motors (22a, 22b) and a step (130) of determining, the mechanical track blocked after breakage, by applying a torque to a flight control (11) of the flight control system (10) of the connection / disconnection device (25a, 25b) of the blocked mechanical track.

9. Method (100) according to claim 8, wherein the step (1 10) of detecting the blockage of one of the mechanical paths comprises a step (1 1 1) of measuring the angular position (01) of the first motor (22a) and the angular position (02) of the second motor (22b) from the position sensors (26a, 26b), a step (1 12) of calculating the angular position difference (A0) between the angular position (01) of the first motor (22a) and the angular position (02) of the second motor (22b) and a step (1 13) of comparing this angular position difference (A0) with an angular position difference threshold value (A0max), a blockage on the two mechanical paths being detected if the angular position difference (A0) is greater than the angular position difference threshold value (A0max).

10. Method (100) according to claim 8 or 9, wherein the step (1 10) of detecting the blockage of one of the mechanical paths comprises a step (1 15) of measuring the currents (II, 12) of the two motors (22a, 22b) by current sensors, a step (1 16) of calculating the current difference (AI) between the current (II) of the first motor (22a) and the current (12) of the second motor (22b) and a step (1 17) of comparing this current difference (AI) with a current difference threshold value (Almax), a blockage on the two mechanical paths being detected if the current difference (AI) is greater than the current difference threshold value (Almax). 1 1. Method (100) according to any one of claims 8 to 10, wherein the step (130) of determining the blocked mechanical path comprises a step (131) of measuring the angular position (01) of the first motor (22a) by the first position sensor (26a), a step (132) of calculating a first angular position difference (AE 1 ) between the angular position (01) of the first motor (22a) and the angular position (0S) of the output member (24) and a step (133) of comparing this angular position difference (AE 1 ) with an angular position difference threshold value (AEmax), a blockage being detected on the first mechanical path if the first angular position difference (AE 1 ) is greater than the angular position difference threshold value (AEmax).

12. Method (100) according to any one of claims 8 to 11, in which the step (130) of determining the blocked mechanical path comprises a step (135) of measuring the angular position (02) of the second motor (22b), a step (136) of calculating a second angular position difference (AE2) between the angular position (02) of the second motor (22b) and the angular position (0S) of the output member (24) and a step (137) of comparing this second angular position difference (AE2) with an angular position difference threshold value (AEmax), a blockage being detected on the first mechanical path if the second angular position difference (AE2) is greater than the angular position difference threshold value (AEmax).

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