Actuator utilizing pneumatic muscles

Patent metadata

Field	Value
Publication number	US-10132333-B2
Application number	US-201414540241-A
Country	US
Kind code	B2
Filing date	Nov 13, 2014
Priority date	Nov 13, 2014
Publication date	Nov 20, 2018
Grant date	Nov 20, 2018

Abstract

One example of an actuation system includes a pneumatic muscle connected to a component to be actuated. The system also includes an actuation member connected in series to the pneumatic muscle and valve connected to the pneumatic muscle to control a pressure in the pneumatic muscle. The system also includes a positioning mechanism connected to the component to control a movement of the component and a controller connected to the pneumatic muscle, the valve, and the positioning mechanism, the controller to control actuation of the component by controlling the pressure in the pneumatic muscle.

First claim

What is claimed is:

1. An aircraft actuation system comprising:
a first pneumatic muscle connected to an aircraft component to be actuated;
a second pneumatic muscle or a bias spring connected to the aircraft component such that the second pneumatic muscle or the bias spring is connected antagonistically in series to the first pneumatic muscle to linearly actuate the aircraft component;
a valve connected to the first pneumatic muscle to control a pressure in the first pneumatic muscle;
a positioning mechanism connected to one or more of the aircraft component, the first pneumatic muscle, the second pneumatic muscle or the bias spring to restrict a movement of the aircraft component, wherein the positioning mechanism comprises a biasing mechanism or a brake or both; and
a controller connected to the first pneumatic muscle, the valve, and the positioning mechanism, the controller to control actuation of the aircraft component by controlling the pressure in the first pneumatic muscle, and to transmit a control signal to the positioning mechanism to restrict the movement of the aircraft component in response to determining that the aircraft component is not at an expected position.

2. The system of claim 1 , wherein the first pneumatic muscle is in a contracted state when the second pneumatic muscle is in an extended state, and wherein the first pneumatic muscle transitions to an extended state when the second pneumatic muscle transitions to a contracted state.

3. The system of claim 2 , wherein each of the controller and the valve is connected to the second pneumatic muscle, and wherein the controller is configured to control the valve to control the pressure in the second pneumatic muscle.

4. The system of claim 2 , wherein, to actuate the aircraft component in a first direction, the controller is further configured to perform operations comprising:
controlling the valve to apply an increasing pressure in the first pneumatic muscle; and
controlling the valve to apply a decreasing pressure in the second pneumatic muscle while applying the increasing pressure in the first pneumatic muscle.

5. The system of claim 4 , wherein, to actuate the aircraft component in a second direction opposite the first direction, the controller is further configured to perform operations comprising:
controlling the valve to apply a decreasing pressure in the first pneumatic muscle; and
controlling the valve to apply a increasing pressure in the second pneumatic muscle while applying the decreasing pressure in the first pneumatic muscle.

6. The system of claim 1 , wherein the controller is further configured to perform operations comprising:
storing the expected position of the aircraft component at a time instant; determining a measured position of the aircraft component at the time instant; and comparing the expected position with the measured position.

7. The system of claim 6 , wherein the positioning mechanism is the brake, and wherein the controller transmits the control signal to the brake in response to determining that the expected position does not match the measured position, and wherein the brake is configured to activate to lock movement of the aircraft component in response to receiving the control signal from the controller.

8. The system of claim 6 , further comprising a position transducer connected to the controller, wherein the position transducer is configured to transmit a plurality of position signals to the controller at a respective plurality of time instants, each position signal identifying the measured position of the aircraft component at a respective time instant.

9. The system of claim 1 , wherein the positioning mechanism is the brake, the controller is a first controller, and wherein the system further comprises:
a first position transducer connected to the first controller, wherein the first position transducer is configured to transmit a plurality of first position signals to the first controller at a respective plurality of time instants, each first position signal identifying a measured position of the aircraft component at a respective time instant;
a second controller connected to the brake; and
a second position transducer connected to the second controller, wherein the second position transducer is configured to transmit a plurality of second position signals to the second controller at the respective plurality of time instants, each second position signal identifying a measured position of the aircraft component at a respective time instant.

10. The system of claim 9 , wherein the brake is a first brake, and wherein, at a time instant, the first controller is configured to perform operations comprising:
determining that the measured position determined by the first controller does not match the measured position determined by the second controller; and
transmitting the control signal to the first brake in response to determining that the measured position determined by the first controller does not match the measured position determined by the second controller, and wherein the first brake is configured to activate to lock movement of the aircraft component in response to receiving the control signal from the first controller.

11. The system of claim 10 , wherein the positioning mechanism further comprises a second brake connected to the aircraft component or the second pneumatic muscle, and wherein the second controller is configured to transmit a control signal to the second brake in response to determining that the measured position determined by the first controller does not match the measured position determined by the second controller, and wherein the second brake is configured to activate to lock movement of the aircraft component in response to receiving the control signal from the second controller.

12. The system of claim 1 , wherein the second pneumatic muscle or the bias spring is in a contracted state when the first pneumatic muscle is in an extended state, and wherein the second pneumatic muscle or the bias spring transitions to an extended state when the first pneumatic muscle transitions to a contracted state.

13. The system of claim 1 , wherein the controller is configured to control the valve to alternately control the pressure in the first pneumatic muscle between an increasing pressure and a decreasing pressure at a frequency up to 100 Hz.

14. The system of claim 1 , wherein the positioning mechanism is the biasing mechanism, the biasing mechanism configured to bias the aircraft component to a position when the first pneumatic muscle is de-pressurized.

15. The system of claim 14 , wherein the biasing mechanism comprises a spring.

16. An actuation system to control actuation of an aircraft component, the system comprising:
a first pneumatic muscle and one of a second pneumatic muscle or a bias spring connected antagonistically in series to the aircraft component to linearly actuate the aircraft component in an aircraft;
a positioning mechanism connected to one or more of the aircraft component, the first pneumatic muscle, the second pneumatic muscle or the bias spring to restrict a movement of the aircraft component, wherein the positioning mechanism comprises a biasing mechanism or a brake or both; and
a controller connected to the first pneumatic muscle and the positioning mechanism, the controller to transmit a control signal that controls the positioning mechanism to lock movement of the aircraft component based on a failure of the first pneumatic muscle in which the aircraft component is not at an expected position.

17. The s

Assignees

• Bell Helicopter Textron Inc

Inventors

• Atkins Brady G
• Schank Troy

Classifications

• F15B2211/715

  having braking means · CPC title

• F15B2211/6656

  Closed loop control, i.e. control using feedback · CPC title

• F15B15/103 Primary

  using inflatable bodies that contract when fluid pressure is applied, e.g. pneumatic artificial muscles or McKibben-type actuators · CPC title

• B64C13/48

  characterised by the fluid being gaseous · CPC title

• F15B2211/72

  having locking means · CPC title