Patent Application
20180091070
The embodiments herein relate to motors and, more particularly, to a redundant channel motor, as well as methods associated therewith.
In primary flight control actuation applications on aircraft, redundant channels of operation are required to satisfy high reliability and flight safety requirements. As fly-by-wire designs are employed on new aircraft, or retrofitted onto existing aircraft, rotary or linear motions are required to control hydraulic actuators. These input motions replace mechanical linkages which were previously pilot generated. Because these forces are relatively low, motor cogging forces can be a large percentage of the applied load. Minimal cogging forces are therefore desirable.
Prior efforts have incorporated two or three motors which drive into a gear train or mechanism which combines their inputs into a single output. One such arrangement places two motors driving into a speed summing differential gear train. This arrangement requires the two separate motors, and their corresponding space claims and weight, as well as the differential gear train in order to combine the inputs. Due to the characteristics of an open differential, this architecture requires that when one of the channels or motors becomes disabled, the disabled motor must be held static with a brake to prevent back driving and lost motion at the output.
Another arrangement would place two or three motors on separate centerlines and connect their outputs with a linkage. This arrangement allows a mechanical problem with one motor to impact the combined output, requiring a form of disconnect clutch. The increased complexity of such a system reduces its combined reliability.
According to one embodiment, a redundant channel motor includes a permanent magnet rotor. The motor also includes a plurality of stator sectors surrounding the permanent magnet rotor, each of the stator sectors disposed in a common plane, independently wound, and capable of driving the load of the permanent magnet rotor in the event of failure of one of the other stator sectors.
According to another embodiment, method of redundantly driving a motor is provided. The method includes driving a permanent magnet rotor with a first stator sector and a second stator sector, each of the stator sectors disposed in a common plane and independently wound. The method also includes continuing to drive the permanent magnet rotor with one of the stator sectors in the event of failure of one of the other stator sectors.
The subject matter which is regarded as the disclosure is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features and advantages of the disclosure are apparent from the following detailed description taken in conjunction with the accompanying drawings in which:
Referring to
The motor 10 may be used in numerous applications that require redundant channels of operation. In some embodiments, the motor 10 is employed as part of an actuator system on an aircraft. In particular, a fly-by-wire aircraft may particularly benefit from the embodiments of the motor 10 described herein.
As noted above, three stator sectors 20, 22 and 24 are included in the illustrated embodiment. The stator sectors are disposed in a common plane, are independently wound, and capable of driving the load of the rotor 12 in the event of failure of one of the other stator sectors. Each stator sector includes its own respective controller and electronics to ensure redundant functionality in the event of failure or unavailability of the other stator sector(s). For example, in operation all three stator sectors 20, 22 and 24 may be driving rotation of the rotor 12 prior to failure or unavailability of the third stator sector 24. Subsequent to loss of the third stator sector 24, the first and second stator sectors 20, 22 continue to drive the rotor 12. Furthermore, in the event of the failure or unavailability of the second stator sector 22, the first stator sector 20 is capable of independently driving the rotor 12. The preceding example is merely illustrative and it is to be understood that any combination of two stator sectors, or any single stator sector (second or third stator sector 22, 24), is capable of driving the rotor 12. Therefore, the stator assembly 16 may be viewed as three independent stators.
The three stator sectors are equally spaced around an entire circumference of the overall stator assembly 16. More particularly, each stator sector 20, 22 and 24 spans an angular distance of 120 degrees or substantially equal thereto. One segment spanning 120 degrees is illustrated in
In fly-by-wire aircraft applications, pilot generated forces are generally small and therefore, under normal operating conditions, the output of the motor is also relatively a small amount of torque. In such cases, the potential is introduced for motor cogging forces to be a significant percentage of the load.
Referring to
Additional methods of cogging torque reduction are employed in some embodiments. For example, a slotless stator winding, skewed stator slots, bifurcated slots, dummy slots, teeth with different width of the active surface, and decented permanent magnets may be utilized.
Advantageously, the motor 10 provides redundancy without added complexity. In the case of failure of a single, or even two stators, the remaining stator continues to drive the load, with no clutching or disconnect functions required. Additionally, overall weight reduction is achieved because the three stators are integrated into a single motor housing. This allows for the stators to share one rotor with magnets, one pair of rotor bearings, and one support structure. Furthermore, motor cogging torque is reduced. This smooths the motor response, especially under light load conditions.
While the disclosure has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the disclosure is not limited to such disclosed embodiments. Rather, the disclosure can be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described, but which are commensurate with the spirit and scope of the disclosure. Additionally, while various embodiments of the disclosure have been described, it is to be understood that aspects of the disclosure may include only some of the described embodiments. Accordingly, the disclosure is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.
