• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    This adjustable rudder is particularly intended to take place in an aircraft cockpit. It comprises: - two pedals (2, 4), each pedal (2, 4) being pivotally mounted about an axis said horizontal axis (10), said horizontal axis (10) being carried by a pivoting arm (6, 8 ), a rocker (24) pivotally mounted relative to a fixed support (28) about a first axis of articulation (26) parallel to the horizontal axis (10). means for moving in a longitudinal direction substantially perpendicular to the horizontal axis (10) the assembly formed by the two pedals (2, 4) and the corresponding pivoting arms (6, 8), and - means for adapt the neutral position of each pedal (2, 4) relative to its horizontal axis (10) according to the longitudinal position of said assembly so as to maintain the same ergonomics in all the longitudinal positions of this assembly.
    公开号:FR3031083A1
    申请号:FR1463488
    申请日:2014-12-31
    公开日:2016-07-01
    发明作者:Pierre-Jacques Labry；Benoit Mazars
    申请人:Ratier Figeac SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an adjustable rudder, in particular a rudder intended to take place in an aircraft cockpit and incorporating an ergonomic adjustment of the pedals according to the stature of a pilot flying in said cockpit.
    [0002] In an aircraft, a rudder is generally used in flight to control a drift and thus act on the rotation of the aircraft around its yaw axis and is used on the ground to control the direction of movement and braking of the aircraft. An aircraft lifter generally has two pedals each with two degrees of freedom. Each pedal is mounted on a pedal support arm and is pivotable relative to the support arm about a horizontal axis. The support arm is pivotable about a substantially horizontal axis. The pivoting of the pedal relative to the support arm makes it possible to act on the braking of the aircraft. The action of pushing on a pedal then causes a pivoting of its support arm: this causes, on the one hand, the reverse movement of the other pedal support arm and, on the other hand, a rotation control transmitted. then either to control a drifting motion, or a rotation at the landing gear front of the aircraft. The passage from the law of drift to the law of landing gear is managed at the level of the computers of the aircraft, generally according to its speed relative to the air (called airspeed). The structure described above with a pedal articulated on a support arm itself articulated around an axis parallel to the axis of the pedal leads to a parallelogram kinematics for each pedal. The pedals thus have a translational movement circular. This type of rudder is already known and used for a long time as shown for example in US-2,424,523. For a better ergonomics of a cockpit, it is now required to have a rudder adaptable to the morphology of the pilot, on the one hand, by proposing to the pilot an ideal positioning with respect to its seat (longitudinal adjustment) and, d ' on the other hand, keeping the same control ergonomics of the rudder (stroke, effort, control linearity) in all longitudinal adjustment positions.
    [0003] It is already known to have a longitudinally adjustable rudder to take into account, in particular, the size of the rider. US-3,377,881 and US-4,848,708 show adjustable lifters to suit the size of the driver. This is then carried out on the rudder adjustment called stature setting which allows to adjust the distance between the pedals of the rudder and the seat of the driver according to the size -stature- of the driver. The adjustment made, because of the kinematics chosen, induces an unwanted modification of the inclination of the pedals. This modification undergone does not adapt the inclination of the pedals as a function of the distance that separates them from the pilot (or his seat). From an ergonomic point of view, it is desired that when a pedal is pushed forward and away from the pilot, it tends to rise, that is to say, it is closer to vertical orientation. This remark applies both when the pedal is moved to achieve directional control and when moved for stature adjustment. Conversely, when the pedal is closer to the pilot, it should have a tendency to lie down, that is to say, it approaches a horizontal orientation. This also applies to both stature and direction control. Such ergonomics are obtained in particular when the angle of incidence of each pedal is such that the corresponding pedal support zone is substantially perpendicular to the direction of the rider's tibia and this for all the positions of longitudinal adjustment of the rudder. As an illustration, some systems have a variation in the inclination of the pedals of the order of 8 to 10 ° between the extreme positions permitted by the stature adjustment. For steering control, the variation of inclination is of the order of 5 to 8 ° for the pedal pushed (the angle of the pedal brought back varying little). A problem to be solved by the present invention is to provide an aircraft lifter having a kinematics such that the impact of stature control and / or steering control is low on the brake control (achieved by rotate the pedal relative to its support arm). It is desired in particular that the stroke (in degrees) of braking of the pedal, as well as the effort of the braking sensation, vary as little as possible depending on the position of the pedal. A rudder according to the present invention will also preferably make it possible, for ergonomic reasons, to have a large amplitude of adjustment of the angle of inclination of each pedal during a stature adjustment so as to adapt to the better to the morphology of the pilot. Advantageously, a difference in inclination of between 20 and 30 ° should preferably be provided between the neutral positions of the pedals corresponding to the two extreme positions of the statures adjustments. For this purpose, the present invention proposes an adjustable rudder 10 in particular intended to take place in an aircraft cockpit comprising two pedals, each pedal being pivotally mounted about an axis said horizontal axis between a neutral position in which no command n ' is given and active positions inducing action on a system controlled by said lifter, said horizontal axis being carried by a pivoting arm. According to the present invention, each pedal comprises a hinge zone around the horizontal axis and a bearing zone intended to receive a pilot foot face, and such a rudder further comprises: - means for moving according to a longitudinal direction substantially perpendicular to the horizontal axis the assembly formed by the two pedals and the corresponding pivoting arms, and - means for adapting the neutral position of each pedal relative to its horizontal axis depending on the longitudinal position of the assembly formed by the two pedals and the corresponding pivoting arms so as to orient the support zone of the pedal so that it forms with the corresponding tibia of a pilot an angle of between 80 and 115 °. According to a first embodiment, the means for moving in a longitudinal direction the assembly formed by the two pedals and the corresponding pivoting arms comprise a frame with longitudinal guide pins. In this first embodiment, it can be provided that the frame comprises two longitudinal longitudinal members arranged on either side of the assembly formed by the two pedals and the corresponding pivoting arms, that each beam comprises at least one groove of guidance, and that the means for adapting the neutral position of each pedal relative to its horizontal axis comprise an adjustment system with at least one control pin 5 engaged in each guide groove. A second embodiment provides that each pedal comprises at least one position sensor for determining the longitudinal position of the assembly formed by the pedals and the pivoting arms as well as motorized means for adapting the neutral position of each pedal 10 as a function of the information provided by the at least one position sensor. According to another embodiment, a spreader according to the present invention comprises a rocker pivotally mounted relative to a fixed support about a first axis of articulation parallel to the horizontal axis; each pivoting arm is articulated with respect to the balance around a second axis 15 of articulation, and a deformable parallelogram is produced each time between the horizontal axis and a third axis of articulation parallel to the horizontal axis made on the pendulum with two horns and a connecting rod. The solution proposed here with respect to the known solutions of the prior art, makes it possible, during a stature adjustment, not only to act on the position that is close to or distant from the pilot's seat, but also acts on the elements notably allowing to make a braking command. In this way, it is possible, on the one hand, to vary the angle of incidence of the pedals by changing the stature adjustment and, on the other hand, to limit the impact of a change of control direction on this angle of incidence. An action 25 on the balance allows a stature adjustment by changing the distance between the pedals of the driver's seat. The kinematics proposed here is such that this adjustment induces a "morphological" adjustment of the angle of incidence of the pedals relative to the pilot. According to a preferred embodiment, allowing a more compact construction, the first axis of articulation, the second axis of articulation and the third axis of articulation are advantageously substantially coplanar. In this configuration, it can be provided in particular that the third axis of articulation is disposed between the first axis of articulation and the second axis 3031083 5 articulation. In this same configuration, it can also be provided that the pivoting arms have a cylindrical overall shape with each a longitudinal axis, and that when the pivoting arms are parallel to each other, then their longitudinal axes are substantially in the same plane 5 as the plane defined by the first axis of articulation, the second axis of articulation and the third axis of articulation. In one embodiment of a spreader according to the invention, the balance may be in the form of a stirrup with a base and two lateral branches, the first axis of articulation, the second axis of articulation 10 and the third axis of articulation extending parallel to the base and each passing through the two lateral branches. According to an alternative embodiment of an adjustable rudder according to the invention, said rudder further comprises two connecting rods articulated each, on the one hand, by a hinge point on a pivoting arm 15 and, on the other hand, relative to a horn of direction conjugation, and the distance between each pivot point and the second axis of articulation substantially corresponds to the distance between the first axis of articulation and the second axis of articulation. Such a construction makes it possible to limit the number of joints in the system which is therefore simpler and more precise (fewer games). The present invention also provides another embodiment in which the pivoting arms are carried by a central support mounted longitudinally sliding relative to a frame; a secondary support, connected by a rod to the central support is slidably mounted on a slide inclined relative to the direction of movement of the central support, and the secondary support is each time connected to a pedal via a connecting rod control and a brake control arm corresponding to the pivoting arm, the sliding of the secondary support causing a change in the angle of incidence of the pedals.
    [0004] Details and advantages of the present invention will become more apparent from the following description with reference to the accompanying diagrammatic drawing in which: Figure 1 illustrates a beam according to the present invention in perspective, Figure 2 is a side view. of the rudder of FIG. 1 mounted on a chassis in a neutral steering position for extreme stature adjustment, FIG. 3 corresponds to FIG. 2 for a steering position in abutment, FIG. 4 is a side view of the rudder bar FIG. 1 mounted on a chassis in a neutral steering position for intermediate stature adjustment. FIG. 5 corresponds to FIG. 4 for a steering position in abutment. FIG. 6 is a side view of the lifter of FIG. mounted on a chassis in a neutral steering position for an extreme stature setting opposite the extreme stature setting of FIG. 2, FIG. 7 corresponds to FIG. Fig. 8 is a schematic view of the lifter of Fig. 1; Fig. 9 is a view corresponding to Fig. 8 for another viewing angle; and Figs. 10 and 11 are similar views. Figures 8 and 9 to illustrate from different angles another embodiment of an ergonomic lifter. Figure 1 illustrates a preferred embodiment of a spreader according to the present invention. In a conventional manner, this spreader makes it possible to perform a braking command and a steering command using two pedals, a left pedal 2 and a right pedal 4. The left pedal 2 is mounted at one end of a left pedal arm 6 and the right pedal 4 is mounted at one end of a right pedal arm 8. Subsequently means for performing a brake control will be first described and then means for achieving a steering control. It is assumed in the following description that the described lifter is placed in an aircraft cockpit and the latter is placed on the ground. The resulting up / down, horizontal / vertical orientation is used in the rest of the description. Similarly, the concepts right / left already used above correspond in fact to the orientation of a pilot sitting in the cockpit facing the rudder.
    [0005] Each pedal 2, 4 is conventionally in a substantially rectangular shape with two horizontal edges and two inclined lateral edges and is pivotally mounted about a horizontal axis 10. The horizontal axis 10 corresponds substantially to the horizontal lower edge of the pedal 2, 4 corresponding. The horizontal axis 10 is fixed relative to the pedal 2, 4 10 corresponding. It is also fixed with respect to a return piece called pedal horn. There is thus a pedal horn 12 left and a pedal horn 14 right. A unitary assembly is thus formed each time by a horizontal axis 10, a pedal and a pedal horn. This assembly is each pivotally mounted at the end said upper end of the pedal arm 6, 8 corresponding. As illustrated in Figure 1, the upper end of each pedal arm 6 and 8 has for example a fork shape in the branches of which is each time formed a bearing for said assembly. In the preferred embodiment illustrated in FIG. 1, the pedal horn 12, 14 takes place each time between the branches of a fork. The pedal bell 12 left is in the form of a rocker arm whose end comes to take place between the branches of the fork formed at the upper end of the left pedal arm 6 as indicated above and the other end is connected at a braking rod 16 left. Similarly, the pedal horn 14 right is connected to a braking rod 18 straight similar to the left brake rod 16. Each braking link 16, 18 extends from top to bottom and is connected at its lower end to a braking horn. There is thus a left-hand brake horn and a right-hand brake horn 22 symmetrical with respect to the left braking horn. Each brake horn 20, 22 is in the embodiment shown in the form of a lever bent with a hinge at each of its ends. In addition each brake horn 20, 22 is mounted on a rocker arm 30 articulated about a first hinge axis 26 relative to a frame part 28 assumed fixed (see Figures 2 to 7). This rocker 24 is in the embodiment illustrated in FIG. 1 in the form of a stirrup having a base 30, a left arm 32 and a straight arm 34. The base 30, the left arm 32 and the right arm 34 are each in the form of a plate and the branches extend perpendicular to the base 30 of the same side thereof. A second hinge axis 36 extends parallel to the base 30 and is mounted on bearings made in the left branch 32 and in the right branch 34. An intermediate bearing may be provided in a rib 38 disposed between the branches of the pendulum 24, parallel to these. The second hinge pin 36 receives the two lower ends respectively of the left pedal arm 6 and the pedal arm 8 right. This lower end of each pedal arm 6, 8 may also, as the upper end, be in the form of a fork. The brake horns 20, 22 are articulated each around a third axis of articulation 40 horizontal, as are also the second axis of articulation 36 and the first axis of articulation 26. While the pedal arm 6 left and the right pedal arm 8 take place 20 inside the balance 24, between the left arm 32 and the right arm 34, the brake horns 20, 22 are arranged here outside the arms of the balance 24 Each brake horn 20, 22 is then connected at its other end (that which does not receive a braking link 16 or 18) to a braking control rod 42 which acts on a braking device of the aircraft, braking device not shown here. It therefore appears that when a driver presses a pedal 2, 4 downwards, he rotates the corresponding horizontal axis 10. This rotational movement is relayed by the pedal horn 12, 14 corresponding and the braking rod 16, 18 to the braking horn 20, 22 which retransmits it to the braking control rod 42 in connection with the braking device of the aircraft. In this way, a braking command is produced using the rudder shown in FIG. 1. To achieve steering control, a pedal, for example the pedal 3031083 9 left, is pushed forward, it is to say that the driver spreads this pedal 2 left of him. This pilot action induces a rotation of the left pedal arm 6 about its pivot axis, that is to say the second articulation axis 36.
    [0006] This rotational movement of the left pedal arm 6 is transformed into a movement close to a translational movement in a substantially horizontal plane. To achieve this transformation of movement, a left connecting rod 44 is articulated at an intermediate pivot point disposed on the left pedal arm 6. This intermediate point of articulation is arranged such that the distance between this point and the second articulation axis is substantially equal to the distance separating the second articulation axis from the first articulation axis. left conjugation 44 then connects the left pedal arm 6 to a steering conjugation horn 46. It is a part 15 arranged at the same height (substantially in the same horizontal plane) as the first axis of articulation 26. This steering conjugation horn 46 is pivotally mounted relative to the frame part 28 about a vertical axis 48. It has two arms arranged symmetrically with respect to the vertical axis 48. An arm receives the connecting rod 44 left and the other a right 50 conjugation link. The latter has the same shape as the left 44 connecting rod is fixed by an intermediate pivot point to the pedal arm 8 right in the same way that the left 44 connecting rod is attached to the pedal arm 6 left. With such kinematics, the skilled person understands immediately that when the pilot pushes (away from him) the left pedal 2, via the left pedal arm 6, the left 44 connecting rod, the horn With the steering mating 46 pivoting about the vertical axis 48 relative to the chassis and the right connecting rod 50, the right pedal 4 in reaction back to the pilot in a reverse movement to that of the pedal 2 left. The lifter described above is adjustable to adapt to the stature of a pilot by changing the inclination of the balance 24. Figures 2 to 7 illustrate various positions that can be taken by the rudder.
    [0007] 3031083 10 Figures 2 and 3 correspond to a first extreme adjustment of the balance 24 for positioning the pedals 2, 4 optimally for a large pilot. In these figures (as on the following), the front of the corresponding aircraft is on the left of the illustrated rudder and the pilot on the right.
    [0008] The pedals 2, 4 are therefore remote to the maximum of the driver. The adjustment of the position of the beam 24 is for example using an actuator (not shown in the drawing) connecting for example the base 30 of the rocker 24 or its rib 38 to the frame part 28. Figure 2 illustrates the lifter in a neutral position, that is to say that the pedals 2, 4 are in the rest position on their horizontal axis 10 (no braking) and the steering control corresponds to a path in a straight line. In this neutral position (also valid for FIGS. 4 and 6), the pedal arms 6, 8 are arranged parallel to one another and they also extend parallel with respect to the left arm 32 and at the right branch 34 of the pendulum. The pedal arms 6, 8 which are substantially cylindrical overall circular shape (except at their ends and at the joint with a connecting rod) and have longitudinal axes which are in the same plane. This plane preferably also contains, in this neutral position, the first hinge axis 26 corresponding to the articulation of the balance 24 on the frame part 28, the second hinge axis 36 corresponding to the low articulation of the arms pedal 6, 8 on the balance 24 and the third hinge axis 40, or brake axis, which receives the brake horns 20, 22.
    [0009] FIG. 3 illustrates the lifter of FIG. 2 still without braking control but with steering control in abutment (left pedal 2 pushed fully forward). Note that the inclination of the pedals 2, 4 with respect to the inclination of the pedals 2, 4 in Figure 2 has hardly changed.
    [0010] Figures 4 and 5 correspond respectively to Figures 2 and 3 for a stature setting of the rudder corresponding to a pilot of medium size. In this adjustment position, the rocker 24 is in a substantially vertical position. This is a construction choice. The rocker arm could indeed be inclined, on one side or the other of the vertical, in any height adjustment position that it can take. Note that in the neutral position shown in Figure 4 the pedals 2, 4 are more "lying", that is to say that they form a smaller angle with a horizontal direction, than in Figure 2. In Indeed, as can be seen, by changing the inclination of the balance 24, we just move the third hinge axis 40 and thereby rotate the brake horns 20, 22 about their axis. These braking horns 20, 22 each form with the corresponding brake rod 16, 18 and the pedal horn 10 12, 14 corresponding to a parallelogram (the four vertices of which are the horizontal axis 10, the third axis of articulation 40 and the two joints at the ends of the corresponding braking link) which deforms. This deformation induces a change of orientation for the pedal horn 12, 14 and therefore of the pedal 2, 4.
    [0011] This change of inclination of the pedal 2, 4 between the position illustrated in FIG. 2 and FIG. 4 is adapted to the human morphology. Indeed, the closer the rider is to the rudder, the closer his leg will be to the vertical and therefore the inclination of his foot close to the horizontal. In Figure 5 we note that the inclination of the pedals 2, 4 is almost not affected by the change of direction. FIGS. 6 and 7 respectively correspond to FIGS. 2 and 3 when the rocker 24 is positioned in its opposite extreme stature setting from that of FIGS. 2 and 3. The rudder is set here for a small pilot / The pedals 2, 4 are slightly inclined to the horizontal.
    [0012] The solution proposed above is thus based on a parallelogram kinematics with a stature adjustment made by a pendulum pendulum. During a steering command, a parallelogram comprising a braking rod, a pedal horn and a brake horn deforms and provides the required ergonomics, in the manner of conventional architectures 30 pedals. On the other hand, for a stature adjustment, the proposed solution increases the variation of the angle of incidence (position relative to the horizontal) of the pedals, by using the movement of the balance of stature which also bears the braking horns.
    [0013] As illustrated, there is a shift between the axis of rotation used for the stature adjustment (first hinge axis) and the brake axis (third hinge axis). The movement of the balance thus makes it possible to change the orientation of the braking horn as it is attached to the braking control rod. Thus, when the pedals are away from the seat (large pilot), the stature beam is oriented rearward and the pedals forward. The end of the brake horns tends to rise thus increasing the angle of incidence of the pedals. Conversely, when the pedals are brought back to the seat, the stature beam 10 is moving forward and the end of the brake horns has a tendency to descend reducing the angle of incidence of the pedals. Figs. 10-13 illustrate a second embodiment of a pendulum arm based pedal pendulum architecture for steering control, mounted on a slidable support for stature fit. Here we find a left pedal 102 and a right pedal 104. The left pedal 102, respectively the right pedal 104, are each fixed by a pivot connection to the lower end of a left pedal arm 106, respectively right pedal arm 108. The pedal arms pivot at their upper end about a horizontal axis 152, at their attachment point relative to a central support 154. Each pedal is pivotally mounted relative to a horizontal axis 110. A rotation a pedal relative to its horizontal axis 110 comes to cause a pedal horn (left pedal horn 112 and right foot pedal horn 114. As for the first embodiment, the left pedal horn 112, respectively the right pedal horn 114, are connected to a left brake rod 116, right brake rod respectively 118. Each of these braking rods is then connected to a brake control bell 120, 122 located in the upper part of the rudder.
    [0014] During a steering control, each pedal has a controlled movement, through the two corresponding horns (112 and 120, respectively 114 and 122), the pedal arm (6, respectively 8) and the connecting rod. braking (116, respectively 118) forming a parallelogram.
    [0015] 3031083 13 The angle of incidence of the pedal considered evolves throughout the race: - when the pedal is pushed, the angle of incidence of the pedal is raised, and - when the pedal is brought back, the angle pedal incidence is lowered. The left pedal arm 106 and the right pedal arm 108 each have an "L" shape allowing a connection each time with a vertical link 156. These two vertical links 156 are connected to a coupling rocker 158, linked to the support central 154 by a pivot connection on the aircraft longitudinal axis (illustrated by an arrow in FIGS. 10 and 11). This device allows, when a pedal is pushed to bring back the other pedal. The coupling rocker 158 is connected to a telescopic coupling pin 160. The central support 154 is connected to a frame 162 of the spreader by a sliding connection on the longitudinal axis of the aircraft, in order to ensure the stature adjustment by changing the distance pedals relative to the seat. The telescopic coupling axis 160 makes it possible to accompany the movement of the central support 154 and to reduce the rotational movement of the steering control to a fixed point of the rudder frame, where steering sensors, a feeler device, are installed. effort and stops (not shown). The braking command is provided by rotating the pedals around their axis 110 of connection with the pedal arms 106, 108. Each pedal, via its axis 110 and its left pedal horn 112 or right pedal horn 114, and through the corresponding vertical link 156 25, controls the corresponding brake horn 120, 122 located in the upper part of the lifter. The two brake horns are connected to the central support 154 by a concentric pivot connection to the point of rotation of the pedal arms (106 and 108). The end of each braking horn 120, 122 is connected to a vertically mounted telescopic braking control rod 142, which includes braking sensors, a force sensing device, and stops (not shown). During a stature adjustment movement, the central support 154 slides horizontally relative to the frame 162. A secondary support 164, situated 3031083 14 in front and connected to the central support 154 by a link 166, slides relative to the frame 162 on a slideway tilted, rising towards the front of the rudder. The secondary support 164 carries the two braking control rods 142. The movement of the secondary support 164 on an inclined plane ensures the orientation of the pedals according to the stature position: when the height adjustment corresponds to a large pilot, the central support 154 is moved forwards, the secondary support 164 rises, which has the effect of raising the angle of incidence of the pedals. - When the stature setting corresponds to a small pilot, the central support 154 is moved backwards, the secondary support 164 goes down, which has the effect of lowering the angle of incidence of the pedals. A spreader according to the present invention makes it possible to make a change in the angle of incidence of the important pedals (for example of the order of 20 to 30 ° total amplitude) without substantially impacting the brake control stroke. The described lifters thus make it possible to adjust the distance separating the pedals from the seat of the driver (or co-pilot) which induces a tilting of the pedals adapted to the morphology of the (co) pilot. The proposed structures, thanks in particular to the adapted angular inclination of the pedals, make it possible to reduce the risks of inadvertent braking which can be encountered with prior art spreaders in certain positions of the height adjustment in which the angle of tilting of the pedals is not adapted to the stature of the driver. The morphological adjustment also makes it possible to provide the driver with the same feeling of braking, regardless of the pedal setting. Of course, the present invention is not limited to the preferred embodiment described above by way of nonlimiting illustrative example but it also relates to all the variants within the scope of those skilled in the art within the scope of the present invention. claims below. 30
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. Adjustable lifting beam intended in particular to take place in an aircraft cockpit comprising two pedals (2, 4; 102, 104), each pedal (2, 4; 102, 104) being pivotally mounted about an axis called a horizontal axis (10; 110) between a neutral position in which no control is given and active positions inducing an action on a system controlled by said lifter, said horizontal axis (10; 110) being carried by a pivoting arm (6, 8; , 108), characterized in that each pedal (2, 4; 102, 104) comprises a hinge zone about the horizontal axis and a bearing zone intended to receive a pilot foot face, and in that that the lifter further comprises: - means for moving in a longitudinal direction substantially perpendicular to the horizontal axis (10; 110) the assembly formed by the two pedals (2, 4; 102, 104) and the pivoting arms ( 6, 8; 106, 108), - means for adapting the neutral position e of each pedal (2, 4; 102, 104) relative to its horizontal axis (10; 110) as a function of the longitudinal position of the assembly formed by the two pedals (2, 4; 102, 104) and the pivoting arms (6, 8; 108) so as to orient the support zone of the pedal (2, 4; 102, 104) so that it forms with the corresponding tibia of a pilot an angle of between 80 and 115 °.
    [0002]
    2. Adjustable beam according to claim 1, characterized in that the means for moving in a longitudinal direction the assembly formed by the two pedals (2, 4) and the pivoting arms (6, 8) corresponding comprise a frame with axes Longitudinal guidance.
    [0003]
    3. Adjustable beam according to claim 2, characterized in that the frame comprises two longitudinal longitudinal members arranged on either side of the assembly formed by the two pedals (2,
    [0004]
    4) and the corresponding pivoting arms (6, 8), in that each beam comprises at least one guide groove, and in that the means for adapting the neutral position of each pedal (2, 4) relative to its horizontal axis (10) comprises a control system with at least one control pin engaged in each guide groove. 4. Adjustable beam according to one of claims 1 or 2, characterized in that each pedal (2, 4) comprises at least one position sensor for determining the longitudinal position of the assembly formed by the pedals (2, 4 ) and the pivoting arms (6, 8) and motorized means for adapting the neutral position of each pedal (2, 4) according to the information provided by the at least one position sensor.
    [0005]
    5. adjustable lifter according to claim 1, characterized in that it further comprises a rocker (24) pivotally mounted relative to a fixed support (28) about a first axis of articulation (26) parallel to the horizontal axis (10), in that each pivoting arm (6, 8) is articulated with respect to the rocker (24) around a second hinge pin (36), and in that a deformable parallelogram is realized each time between the horizontal axis (10) and a third axis of articulation (40) parallel to the horizontal axis (10) formed on the balance (24) by means of two horns (12, 14; 20, 22) and a connecting rod (16, 18).
    [0006]
    Adjustable beam according to claim 5, characterized in that the first hinge axis (26), the second hinge axis (36) and the third hinge axis (40) are substantially coplanar.
    [0007]
    7. Adjustable beam according to claim 6, characterized in that the third axis of articulation (40) is disposed between the first axis of articulation (26) and the second axis of articulation (36). 25
    [0008]
    8. Adjustable beam according to one of claims 6 or 7, characterized in that the pivoting arms (6, 8) have a cylindrical overall shape with each a longitudinal axis, and that when the pivoting arms (6, 8) are parallel to each other, then their longitudinal axes are substantially in the same plane as the plane defined by the first axis of articulation (26), the second axis of articulation (36) and the third hinge pin (40).
    [0009]
    9. Adjustable beam according to one of claims 5 to 8 characterized in that the rocker (24) is in the form of a stirrup having 3031083 17 a base (30) and two lateral branches (32, 34), the first articulation axis (26), the second articulation axis (36) and the third articulation axis (40) extending parallel to the base (30) and each passing through the two lateral branches (32, 34) . 5
    [0010]
    10. Adjustable beam according to one of claims 5 to 9, characterized in that it comprises two connecting rods (44, 50) articulated each, on the one hand, by a pivot point on a pivoting arm (6 , 8) and, secondly, with respect to a steering conjugation horn (46), and in that the distance between each articulation point and the second articulation axis (36) 10 substantially corresponds to the distance between the first axis of articulation (26) and the second axis of articulation (36).
    [0011]
    11. Adjustable beam according to claim 1, characterized in that the pivoting arms (106, 108) are carried by a central support (154) slidably mounted longitudinally with respect to a frame (162), in that a secondary support (164), connected by a link (166) to the central support (154) is slidably mounted on an inclined slide relative to the direction of movement of the central support (154), and in that the secondary support (164) is connected each time to a pedal (102, 104) via a control rod (142) and a brake horn (120, 122) to the corresponding pivot arm (106, 108), the sliding of the secondary support (164) causing a modification of the angle of incidence of the pedals (102, 104).
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    FR2845962A1|2004-04-23|Control for driving of motor vehicle, uses pivoted armrest moving laterally to steer vehicle and has further controls in joystick held in driver's hand
    EP0231718B1|1991-08-28|Collapsible, elevating wheel chair
    FR2912870A1|2008-08-29|Plant cutting machine e.g. shredder, for use in ground in fallow, has lateral units with rear wheel trains comprising hydraulic jacks with supply that is removed from supply of jacks of central unit to raising of lateral units
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    FR2670461A1|1992-06-19|Vehicle floor, especially for the flight deck of an aircraft
    FR2903659A1|2008-01-18|Aircraft flight and brake control system i.e. stick controller, has sensors generating steering control, from movement of handle, acting on aerodynamic surfaces, and spring associated to brake lever to act on brake system of landing gear
    FR2578221A1|1986-09-05|Control device provided with two matched columns and actuated respectively by a left hand and by a right hand
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    WO1997015177A1|1997-05-01|Towed reversible plough with variable working width and device for recentering the frame to the return axis
    同族专利:
    公开号 | 公开日
    FR3031083B1|2017-12-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2567662A1|1984-07-10|1986-01-17|Messerschmitt Boelkow Blohm|Foot pedal actuator|
    US4848708A|1987-11-13|1989-07-18|The Boeing Company|Adjustable assembly for aircraft rudder, brake and nose landing gear steering control|
    US5056742A|1987-11-13|1991-10-15|The Boeing Company|Modular rudder pedal and brake control assembly for aircraft|
    EP1918195A1|2006-11-06|2008-05-07|Honeywell International Inc.|Rudder pedal assembly with non-parallel slide rails|
    US20140131523A1|2012-11-09|2014-05-15|Mason Electric Co.|Above-the-floor rudder and brake control system|
    US20140251066A1|2013-03-08|2014-09-11|Woodward, Inc.|Multiple degrees of translational adjustment pedals|US10011347B2|2016-06-27|2018-07-03|The Boeing Company|Irreversible roller clutch for preventing back drive|
    CN108248828A|2017-12-08|2018-07-06|贵州华烽电器有限公司|Big stroke mechanical formula pedal distance adjustor|
    CN109625247A|2018-11-30|2019-04-16|中国航空工业集团公司沈阳飞机设计研究所|A kind of adjustable aircraft side lever arm support|
    EP3556651A1|2018-04-16|2019-10-23|Ratier-Figeac SAS|Brake rod|
    CN110654531A|2019-09-19|2020-01-07|中国商用飞机有限责任公司|Pedal system for controlling rudder of airplane and control method thereof|
    法律状态:
    2015-11-23| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-01| PLSC| Publication of the preliminary search report|Effective date: 20160701 |
    2016-10-28| PLFP| Fee payment|Year of fee payment: 3 |
    2017-10-27| PLFP| Fee payment|Year of fee payment: 4 |
    2019-10-30| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-28| PLFP| Fee payment|Year of fee payment: 7 |
    2021-11-26| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1463488A|FR3031083B1|2014-12-31|2014-12-31|ADJUSTABLE PALONNIER|FR1463488A| FR3031083B1|2014-12-31|2014-12-31|ADJUSTABLE PALONNIER|
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