• 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:
    The present invention relates to an adjustable and rotatable rudder (10) for a rotary wing aircraft. Said spreader bar (10) comprises a rudder bar (1), a rudder body (4), two pedals (2, 3) connected to said rudder bar (1) on either side of said rudder body ( 4), a sliding device allowing said lifting bar (1) to slide with respect to the rudder body (4), a structure (6) fixed to a floor (16) of said aircraft and a shaft ( 5) provided with a first axis (A1). Said shaft (5) is integral with said rudder body (4) and said rudder body (4) is rotatable with respect to said structure (6) about said first axis (A1) thereby causing simultaneous rotation thereof rudder body (4), said rudder bar (1) and said pedals (2,3).
    公开号:FR3039505A1
    申请号:FR1501599
    申请日:2015-07-27
    公开日:2017-02-03
    发明作者:Bernard Gemmati；Florian Feugas；Christophe Pujol
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    Adjustable and rotary lifting beam for a rotary wing aircraft
    The present invention is in the field of aircraft flight controls. It relates to an adjustable and rotatable rudder to control the yaw movements of an aircraft and in particular of a rotary wing aircraft.
    An aircraft has flight controls for controlling rotational movements of the aircraft around three preferred axes: roll, pitch and yaw axes.
    The movements around the roll and pitch axes are traditionally controlled by means of a handle held by the hands of the pilot of the aircraft. The movements around the yaw axis are controlled from a rudder operated by the two feet of the driver via pedals.
    For an airplane, these movements are obtained by means of movable control surfaces located on the wings and horizontal empennages of the plane. For yaw motions, the rudder generally controls the movement of a rudder positioned on a generally vertical rudder.
    Historically, a rudder was often made, for an aircraft, by a bar or a board with a vertical axis of rotation in the middle of this bar. The pilot then positions each of his feet at one end of the bar to control the yaw movements of the aircraft by means of two cables respectively connecting one end of the bar and the rudder. Such a rudder is thus with the rudder and cables a closed chain.
    The movements of the rudder are controlled by movements of the feet and legs of the rider. An action on one end of the bar forming the rudder is then accompanied by an opposite reaction on the other end of the bar on the one hand via the bar itself and on the other through cables controlling the movement of the rudder.
    To improve the comfort of use of the rudder, and in particular to adapt to the kinematics allowed by the joints of the legs and feet of the driver, pedals have been added to the end of the bar. In addition, these pedals can be articulated vis-à-vis the bar, servo links respectively connecting a pedal to the bar, ensuring that the pedals remain parallel to each other.
    Subsequently, the rudder has evolved to use two independent pedals respectively provided with a horizontal and transverse axis of rotation. Such a rudder is then with the rudder and the cables controlling the movement of this rudder an open chain. An action on a pedal is then accompanied by an opposite reaction on the other pedal caused only through the cables.
    On the other hand, for a rotary wing aircraft, the movement of the aircraft around the yaw axis is generally not obtained by the movement of a rudder, but by the variation of the collective pitch of the blades of a rudder. anti-torque rotor in lace.
    However, an aircraft-like architecture was used for the implementation of yaw control on rotary wing aircraft initially designed by aircraft designers. The rudder of a rotary wing aircraft therefore generally comprises two pedals respectively provided with an axis of rotation in the transverse direction of the aircraft. The pedals are connected to a mechanical transmission chain in order to transmit the orders of variation of the collective pitch of the blades of the anti-torque rotor of the rudder to the anti-torque rotor.
    However, an action on a pedal of this rudder is accompanied by no reaction on the other pedal generated by the anti-torque rotor. In fact, a mechanical conjugation has been added to mechanically connect the two pedals of the rudder. In addition, a mechanical conjugation must also be put in place between the rudder of the pilot and the rudder of the co-pilot of the aircraft. Such mechanical conjugations are for example made by means of a tube and rods.
    In addition, an additional braking function has been added to the lifter for some aircraft. This braking function allows by the action on each pedal a differential braking on one or more wheels of the landing gear of the aircraft. This braking function may be available on rotary wing aircraft with a wheel landing gear. This braking function makes it possible on the one hand to slow down and stop the aircraft on the ground and on the other hand to direct it to the ground. The installation of a rudder on a rotary wing aircraft is often complex, the geometry of the rudder to be adapted for each aircraft according to the mechanical configuration of the aircraft. In particular, the architecture of the aircraft imposes constraints, such as the position of the frames and spars and the space available under the floor for the installation of the rudder. In addition, the mechanical transfer of collective pitch variation orders of the rotor blades as well as the position and adjustments of the seats of the pilot and the co-pilot are additional constraints.
    In the interests of simplifying the description, only the term "driver" will be used to designate indifferently a pilot or a co-pilot in the rest of the description.
    In addition, in order to adapt to the morphology of the pilots which can be extremely varied and thus improve the comfort and pilot's steering position, the rudder is nowadays often adjustable at least in the longitudinal direction of the rider. aircraft, although the seat is also adjustable in this longitudinal direction.
    Indeed, the adaptation of the cockpit of a rotary wing aircraft to the length of the legs of the pilot is a significant problem in the design of rotary wing aircraft. This adaptation is all the more complex that it must take into account in particular the mechanical conjugation necessary on the one hand between the two pedals of a rudder and on the other hand between the rudder of the pilot and the co-pilot.
    Document US 2008/0105790 describes a rudder whose position of the pedals is adjustable in the longitudinal direction of the aircraft. This spreader comprises rails for sliding and a notched rail for locking this sliding by a locking device. This lifter is intended for electric flight controls of an aircraft and may include a force feedback system. This lifter also allows the use of the braking function.
    Furthermore, document US 2014/0131523 describes a modular lifter that can be installed directly on the floor of an aircraft. This lifter is intended for electric flight controls and also allows the use of the braking function. This lifter comprises means for adjusting the longitudinal position of each pedal and its inclination.
    Also known is US 2014/0251066 which discloses a system comprising at least one pedal whose position is adjustable to fit the size of a driver. This system can be used to control for example braking or yaw movements of an aircraft. This system can be adapted for electric or mechanical flight controls. The position of the pedals of this system can be adjusted longitudinally as well as height. For this height adjustment, part of this system, including the longitudinal adjustment of the pedals, is inclined relative to the floor of the aircraft so that the pedals are higher when they are closer to the driver's seat. In this way, the pedals can be raised for a small pilot, when these pedals are moved longitudinally to the driver's seat. By cons, when these pedals are moved longitudinally to move away from the seat for a large pilot, the pedals remain close to the floor of the aircraft.
    In addition, for mechanical flight controls of a rotary wing aircraft, a mechanical transmission chain transmits the orders of variation of the collective pitch of the blades of the anti-torque rotor of the rudder to the anti-torque rotor. This mechanical transmission chain is generally located under the floor of the aircraft, a mechanical connection then connecting the lifter to this mechanical transmission chain. In fact, when the position of the rudder or pedals is longitudinally adjustable, a longitudinal opening must be made in the floor of the aircraft to allow the movement of this mechanical connection between the rudder and the mechanical transmission chain. As a result, there is a risk that foreign bodies enter through this opening, these foreign bodies being able to block the mechanical transmission chain between the spreader and the anti-torque rotor.
    The object of the present invention is therefore to propose an adjustable and rotary lifting beam for an aircraft making it possible to overcome the limitations mentioned above in order to be easily transposable from one aircraft to another without particular adaptation and whose longitudinal position of pedals is adjustable without resorting to a large longitudinal opening in the floor of the aircraft.
    The present invention also aims to simplify the mechanisms used to articulate the pedals of a rudder not only between them, but also between the pedal pedals of a driver and a co-pilot.
    According to the invention, an adjustable and rotary rudder for aircraft comprises: - a rudder bar, - a rudder body, - two pedals, connected to the rudder bar on either side of the rudder body, the two pedals being positioned at the same distance D of a plane of symmetry PS attached to the rudder body, - a sliding device allowing the rudder bar to slide opposite the rudder body, and - a structure, suitable for be attached to a floor of the aircraft.
    This spreader according to the invention is remarkable in that the spreader comprises a shaft integral with the rudder body and provided with a first axis A1 located on the plane of symmetry PS, the rudder body being rotatable vis-à- screw the structure around this first axis A1.
    This lifter is particularly intended for aircraft flight controls and in particular for rotary wing aircraft, these flight controls can be mechanical or electrical. The first axis A1 is preferably perpendicular to the floor of the aircraft and in a vertical direction of the aircraft. An aircraft is in fact characterized by three privileged directions, a longitudinal direction extending from the rear of the aircraft towards the front of the aircraft, a vertical direction extending from bottom to top perpendicular to the longitudinal direction and a transverse direction extending from left to right perpendicular to the longitudinal and vertical directions. The longitudinal direction is the roll axis of the aircraft, the transverse direction is its pitch axis and the vertical direction is its yaw axis.
    Advantageously, the adjustable and rotary rudder according to the invention is very easy to install on an aircraft with its first axis A1 of vertical rotation, unlike the rudder often used today where each pedal has only a horizontal axis of rotation.
    A pedal is preferably positioned at each end of the rudder bar, the rudder bar being substantially symmetrical about the plane of symmetry PS and having two ends. The pilot of a rotary wing aircraft can therefore use the rudder according to the invention to control the variation of the collective pitch of the blades of an anti-torque rotor of this aircraft and, consequently, to control movements of the aircraft around its yaw axis. The pilot then positions each of his feet on a respective pedal to cause a movement of the rudder bar. The lifter according to the invention can also be used in an aircraft to control the movement of a rudder causing yaw movements of the aircraft.
    The lifter according to the invention is fixed to a floor of the aircraft through the structure of the rudder in front of the seat of a pilot in the longitudinal direction of the aircraft. The structure of the lifter can be fixed to this floor by means of fastening means, such as screws or rivets.
    The sliding device allows the rudder bar to slide relative to the rudder body in order to adjust the position of the pedals relative to the rider's seat, and thus to adapt to the length of his legs. The direction of sliding of the rudder bar relative to the rudder body is parallel to the plane of symmetry PS.
    A first means of adjusting the position of the pilot in the cockpit of the aircraft is the seat which is adjustable at least in the longitudinal direction of the aircraft and optionally in its vertical direction. This first adjustment means makes it possible in particular to adjust the position of the pilot so that his eyes are situated at a preferential position in the aircraft, notably offering him an optimal vision of the environment external to the aircraft and control screens of the aircraft. aircraft. This first adjustment means also makes it possible to adjust the position of the pilot vis-à-vis the flight control levers, whose position is fixed in the cockpit.
    The sliding device of this spreader according to the invention then constitutes a second means for adjusting the position of the pilot in the cockpit of the aircraft to adapt the position of the pedals of the rudder to the length of the legs of the pilot. This sliding device is irreversible, that is to say that an action of the feet of the driver on the pedals of the palonmer does not cause the sliding of the rudder bar relative to the rudder body.
    In fact, once the position of the pedals of the rudder regulated by means of the sliding device, no movement is possible between the rudder bar and the rudder body.
    On the other hand, the rudder body being movable in rotation with respect to the structure about the first axis A1, an action of the rider's feet on the pedals causes the rotation of the rudder bar and the rudder body to -vis the structure and, consequently, vis-à-vis the floor of the aircraft around this first axis A1. The rotational movement of the rudder body relative to the structure and the floor of the aircraft around this first axis A1 is independent of the position of the rudder bar with respect to the rudder body in the direction of sliding.
    Advantageously, the spreader according to the invention makes it possible to dissociate the sliding movements of the rudder bar for adjusting the position of the pedals and the rotational movements of the rudder body for controlling the yaw movements of the aircraft.
    In this way, the rudder body has only a rotational movement about the first axis A1 relative to the structure of the rudder. The structure of the rudder, fixed vis-à-vis the floor of the aircraft, then comprises only a substantially circular opening for rotation of the shaft of the rudder. Such a substantially circular opening may also be present in the floor.
    The spreader according to the invention thus avoids the presence of a longitudinal opening in this structure of the spreader and / or in the floor to take into account the usual sliding of the assembly of a palonmer equipped with a substantially vertical axis of rotation. Consequently, the spreader according to the invention then improves the safety of this rudder function by eliminating the risk of blockage of the control system of the movements of the yawning aircraft by the intrusion of foreign bodies by this longitudinal opening.
    In addition, the first axis A1 rotation of the rudder is not related directly to the rudder bar and pedals, unlike a traditional rudder provided with a vertical axis of rotation, but the body rudder. For such a traditional lifter, the vertical axis of rotation is usually located in the middle of the bar connecting the two pedals and slides with the pedals. For the rudder according to the invention, the rudder bar and the pedals have a sliding movement relative to this first axis A1 when adjusting the position of the rudder. As a result, the distance between the first axis A1 and each pedal is different on the one hand the position of the first axis A1 relative to the body of the rudder and secondly the adjustment position of the rudder bar.
    In addition, the position of the rudder bar is adjustable between a rear adjusting position which is the position closest to the seat of the aircraft and a front adjustment position which is furthest from this seat. The first axis A1 is preferably positioned closer to the rear position than to the front position.
    Such a position of the first axis A1 advantageously allows that with an adjustment of the bar of the rudder near the rear position, each pedals of the rudder describes an arc around this first axis A1 radius smaller than when the rudder bar is close to the front position.
    Thus, the movements followed by the pedals adapt to the length of the legs of the driver and the kinematics allowed by the joints of these legs. Indeed, it is easier for a pilot with large legs to make arcs of greater radius with his feet, the rudder bar being at a position close to the front position. Similarly, it is easier for a pilot with small legs to make arcs of lower radius, the rudder bar is at a position close to the rear position.
    For example, the sliding stroke of the rudder bar is distributed equally on either side of this first axis A1. In fact, the first axis A1 is positioned at a distance equal to half of this sliding stroke of the rear position and the front position.
    In addition, the sliding of the rudder bar relative to the rudder body can be performed in a sliding direction located on a first plane P1 substantially perpendicular to the plane of symmetry PS and parallel to the floor of the aircraft. This first plane P1 is related to the structure of the rudder.
    However, this sliding direction can also be inclined relative to the floor of the aircraft to also change the vertical position of the pedals vis-à-vis the floor of the aircraft when adjusting the position of these pedals. This sliding direction is preferably inclined from the rear to the front of the aircraft, that is to say that the pedals are moving away vertically from the floor when the bar of the bar slides towards the front of the aircraft away from the pilot's seat. This sliding direction is then located on a second plane P2 forming an angle β with the first plane P1. This second plane P2 is linked to the rudder body.
    This inclined sliding direction of the rudder bar allows in particular to adapt to the movement of the pilot's seat in the aircraft. Indeed, according to the aircraft, the pilot's seat can move simultaneously longitudinally and vertically.
    This inclined direction can then advantageously allow each foot of the pilot to maintain optimum mobility by keeping an angle between the pilot's tibia and the longitudinal axis of the pedal as constant as possible, regardless of the position of the rudder about the first axis A1 as well as the seat adjustment height and the size of the rider's leg.
    In order to improve the comfort of the rider and in particular to allow each pedal to automatically adapt to the angular position of the rudder bar around the first axis A1, each pedal can be rotatable about a second axis A2 substantially parallel to the rudder. first axis A1.
    In addition, so that the positions of the two pedals around this second axis A2 are linked and the two pedals remain parallel in them, the lifter may include a servo system connecting each pedal. The positions of the pedals can thus be adapted around the second axis A2 to the position of the pilot's feet regardless of the angular position of the rudder body about the first axis A1.
    This servo system consists for example of two servo rods connecting in known manner each pedal to the rudder bar.
    The lifter according to the invention may also comprise, in the second axis A2, a pivot connection with an elastomer bearing between the rudder bar and each pedal. In this way, each pedal is movable about the second axis A2, with limited travel by the elastomer bearing, but sufficient in view of the angular movement of the rudder bar. In addition, the torsional stiffness of this elastomer bearing imposes a low force resistant to a movement of rotation of the pedal about this second axis A2 which allows the pedal to be recentered to an initial position relative to the bar of rudder as soon as the driver removes his foot from the pedal. This resistant effort being weak, it does not oppose the actions of the foot of the pilot.
    Advantageously, the position of each pedal can thus be adapted around the second axis A2 at the position of the pilot's foot regardless of the angular position of the rudder body about the first axis A1 and return to the initial position as soon as the driver removes his foot of the pedal. In addition, the pedals are not constrained to be parallel to each other and traditionally used servo links are removed. The use of such a pivot connection with an elastomer bearing thus advantageously makes it possible to avoid the use of bulky devices for this pivot connection.
    Each pedal can also be rotatable about a third axis A3, the third axis A3 is substantially perpendicular to the first axis A1 and the plane of symmetry PS, to improve the comfort of the pilot of the aircraft. The angle between the tibia and the foot of the pilot can thus be adjusted to the optimal position for each pilot.
    Furthermore, the spreader according to the invention may comprise a connecting rod and a crank to transform the rotational movement of the shaft in translational movement of this rod. For this purpose, the crank is secured to the shaft and the connecting rod is connected to the crank by a pivot connection or a ball joint connection. The connecting rod is connected to a mechanical control chain in order to control the pitch variation of the rotor blades of a rotary wing aircraft or the displacement of a rudder of an aircraft, in the case of aircraft controls. mechanical flights.
    The lifter may also include at least one bearing to guide the shaft in rotation relative to the structure of the lifter. A bearing may possibly be positioned between the shaft of the floor of the aircraft. A bearing is for example of the ball bearing type.
    Such a bearing may also include one or more position sensors for precisely defining the angular position of the shaft around the first axis A1. In the case of electric flight controls, such a bearing equipped with sensors can replace the rod-crank system of the rudder to provide steering yaw movements of the aircraft through an electrical control chain.
    It should be noted that the structure of the rudder according to the invention can be dissociated from the rudder and formed by the floor or a part of the floor of the aircraft. The spreader is then directly connected to the floor for example by means of one or two bearings positioned in the thickness of this floor.
    In addition, the sliding device of the spreader according to the invention is irreversible. It may include a locking means actuated once the adjustment of the position of the pedals performed. Preferably, the sliding device allows this irreversibility only by its operation.
    For example, the sliding device comprises at least one lead screw connected to the rudder body and at least one nut connected to the rudder bar. Each nut is connected to a lead screw by a helical connection. In fact, a relative rotation of at least one nut relative to this lead screw causes this nut to be translated along the lead screw and, consequently, the sliding of the rudder bar relative to the rudder body.
    According to a first embodiment of the invention, the sliding device comprises a manual control driving each nut in rotation and allowing the rudder bar to slide vis-à-vis the body lifter. Each nut then has a pivot connection with the rudder bar while each mother screw is secured to the rudder body. No movement of each mother screw relative to the rudder body is therefore possible.
    This manual control comprises for example an adjusting wheel and a toothed wheel integral with each other and connected to the spreader bar by pivot connections and a pinion connected to the crossbar by a pivot connection. The nut is secured to the pinion and the gear meshes with the pinion, which then causes the rotation of the nut. The irreversibility of the sliding device can then be obtained by the toothing of the toothed wheel and the pinion and by the pitch of the lead screw. For example, the pitch of the thread linking the nut and the lead screw is trapezoidal and its pitch is small, of the order of 2 millimeters (mm). In addition, the toothed wheel and pinion have helical teeth with a high helix angle of the order of 45 °.
    According to a second embodiment of the invention, the sliding device comprises an electric drive driving each mother screw in rotation and allowing the rudder bar to slide vis-à-vis the rudder body via the nut. In this case, each nut is secured to the rudder bar while each mother screw is rotated by an electric motor and connected to the rudder body by a pivot connection. The irreversibility is then obtained mainly by the thread pitch of the lead screw.
    In a variant of this second embodiment, an electric motor drives in rotation a nut, like the manual control of the first embodiment, by means of a toothed wheel and a pinion in order to limit the forces to be supplied. by the electric motor. The irreversibility is then obtained by the choice of the teeth of the toothed wheel and the pinion and by the thread pitch of the lead screw.
    According to a third embodiment of the invention, the rudder may also comprise a servocontrol associated with each pedal, each pedal being rotatable about the third axis A3. Each servocontrol is positioned near a pedal and linked to the rudder bar so that a foot action of the driver on a pedal around this third axis A3 acts on the servo. Each servocontrol is connected to a braking system of at least one wheel of a landing gear of the aircraft.
    The rudder thus makes it possible to control the braking of the aircraft on the ground by means of the wheels of its landing gear. In addition, each pedal controlling a servo control independently, the rudder also makes it possible to steer the aircraft on the ground by differential supports on the pedals controlling different braking on the wheels of this landing gear.
    For this third embodiment, the control of the sliding device can be manual or electrical.
    In addition, the sliding device comprises at least one guide bar substantially parallel to the lead screw and connected to the rudder body. Each guide bar allows on the one hand to take the majority of the forces generated by the actions of the feet of the driver and on the other hand to ensure the sliding guidance of the rudder bar relative to the rudder body. Each mother screw takes the complementary part of these forces and also provides part of the guidance.
    The parallelism of each guide bar and each lead screw must be very precise to avoid high friction which can then induce frictional forces in the flight control chain. For this purpose, the guide bar is mounted flexibly to compensate for variations in this parallelism.
    The sliding device may also comprise an anti-friction bearing providing a sliding pivot connection between the guide bar and the rudder body in order to reduce the sliding forces of the guide bar and, consequently, the friction forces in the chain of rotation. flight controls.
    Preferably, the rudder sliding device according to the invention comprises a single lead screw and a single guide bar.
    According to a variant of the first embodiment of the rudder according to the invention, the nut can be secured to the rudder body and fixed vis-à-vis the rudder body both in rotation in translation. The lead screw and the guide bar are then connected to the rudder bar. The guide bar is secured to the rudder bar while the lead screw is linked by a pivot connection to the rudder bar. The adjustment wheel then drives, via the gear wheel, the mother screw in rotation and, consequently, the translation of the bar of the barbell vis-à-vis the nut and the body of the bar.
    Similarly, a variant of the second embodiment may comprise a nut integral with the rudder body, the mother screw and the guide bar being connected to the rudder bar.
    Furthermore, the sliding device may comprise at least one play catching means at the lead screw in order to limit the play in its connection with the nut of the rudder bar and, consequently, to ensure the accuracy and the responsiveness of the control of yaw movements of the aircraft by the rudder. The invention and its advantages will appear in more detail in the context of the description which follows, with exemplary embodiments given by way of illustration with reference to the appended figures which represent: FIGS. 1 and 2, a first embodiment of FIG. a spreader according to the invention, - Figure 3, a second embodiment of a spreader according to the invention, - Figure 4, a view of the adjustment kinematics of an aircraft seat, - Figure 5 , a view of the slider device of the spreader bar, - figure 6, a view of the slack adjuster means of the sliding device, - figure 7, a detail view of the pivot connection with an elastomer bearing of a pedal. , and - Figure 8, a third embodiment of a spreader according to the invention.
    The elements present in several separate figures are assigned a single reference.
    Figures 1 and 2 show a first embodiment of a lifter 10 for an aircraft and in particular a rotary wing aircraft. This lifter 10 makes it possible to control the yaw movements of this aircraft by controlling collective pitch variations of the blades of an anti-torque rotor of the aircraft. This pitch variation control is performed by means of a mechanical control chain connected to a connecting rod 8 of the spreader bar 10. A second embodiment of a spreader bar 10 is shown in FIG.
    The lifter 10 comprises a rudder bar 1, a rudder body 4, two pedals 2,3 a sliding device 20, a shaft 5, two ball bearings 11, a structure 6, a rod 8 and a crank 9.
    Each pedal 2,3 is linked to one end of the rudder bar 1 via a connecting support 7. Each pedal 2,3 is positioned at the same distance D of a plane of symmetry PS attached to the body 4. The shaft 5 is integral with the rudder body 4 and provided with a first axis A1 which is located on the plane of symmetry PS.
    The structure 6 is fixed to a floor 16 of the aircraft by means of the screws 17. This floor 16 is flat and constitutes a first plane P1. The two ball bearings 11 ensure the rotational guidance of the shaft 5 with respect to the structure 6. Thus, the assembly formed by the yoke body 4 and the shaft 5 is rotatable relative to the structure 6 around the first axis A1. The first axis A1 is perpendicular to the floor 16 of the aircraft and is substantially parallel to a vertical direction of the aircraft.
    The sliding device 20 allows the rudder bar 1 to slide relative to the rudder body 4 in order to adjust the position of the pedals 2,3 with respect to the seat 18 of the pilot of the aircraft. In this way, the rudder bar 1 and the pedals 2, 3 can slide relative to the rudder body 4. In addition, the rudder bar 1 and the pedals 2, 3 accompany the rudder body 4 when it is rotated around it. of the first axis A1.
    The sliding device 20 is irreversible, so that once the position of the pedals 2.3 set, no movement is possible between the rudder bar 1 and the rudder body 4 under the action of the driver's feet on the pedals 2,3.
    Thus, an action of the feet of the pilot of the aircraft on the pedals 2,3 causes a rotation of these pedals 2,3 around the first axis A1 and, consequently, a rotation of the rudder body 4 about this first axis A1 .
    The sliding device 20 according to the first embodiment of the lifter 10 is shown in detail in FIG. 5. This sliding device 20 comprises a mother screw 21, a guide bar 22 substantially parallel to the mother screw 21, a toothed wheel 23, a pinion 24 and a nut 12.
    The mother screw 21 is integral with the yoke body 4 and thus fixed with respect to this yoke body 4. The guide bar 22 is connected to the yoke body 4 by a pivot connection formed more precisely by a pivot connection 26 at one end of the guide bar 22 and a sliding pivot connection 27 at the other end of the guide bar 22. The guide bar 22 is connected to the spreader bar 1 by a sliding pivot connection 29.
    The toothed wheel 23 and the pinion 24 are connected to the rudder bar 1 respectively by a pivot connection. The toothed wheel 23 is constituted by a gear with helical teeth and meshes with the pinion 24. The nut 12 is secured to the pinion 24 and thus rotated with this pinion 24. The nut 12 is connected to the bar 1 by a pivot connection and is connected to the mother screw 21 by a helical connection formed by the thread pitch of the mother screw 21 and this nut 12.
    The thread pitch of the mother screw 21 is trapezoidal and its pitch is of the order of 2 mm, which contributes to the irreversibility of the sliding of the rudder bar 1, as well as the helical gearing of the toothed wheel 23 and the pinion 24.
    The rudder 1 also comprises an adjusting wheel 28 visible in Figures 1 and 2 and integral with the gear wheel 23. Thus, a rotation of the adjustment wheel 28 is accompanied by a rotation of the toothed wheel 23 which causes a rotation of the pinion 24 and the nut 12.
    Subsequently, the rotation of the nut 12 relative to the yoke body 4 causes a translation of the nut 12 relative to the mother screw 21 and thus the sliding of the rudder bar 1 relative to the rudder body 4 .
    The guide bar 22 and the mother screw 21 must be parallel to allow sliding of the rudder bar 1 by limiting the resistant forces. In order to compensate for variations in this parallelism, O-rings 25 are positioned between the guide bar 22 and the yoke body 4, allowing a small angular displacement of the guide bar 22 during the deformation of these O-rings 25.
    Furthermore, the sliding device 20 comprises a play-catching means 30 at the level of the connection between the lead screw 21 and the rudder bar 1. This play-catching means 30, shown in FIG. 6, makes it possible, in eliminating the games in this link, to ensure the accuracy and reactivity of the control of yaw movements of the aircraft by the rudder 1.
    The play-catching means 30 comprises a stepped bearing 31 and a stop 32 made of antifriction material, as well as a ring 33, a stopper 34 and a spring 35. The nut 12 is guided in rotation in the rudder bar 1 via on the one hand the stepped bearing 31 and on the other hand the ring 33 and the plug 34. The spring 35 holds the nut 12 resting on the stepped bearing 31. The stop 32 is positioned between the rotating nut 12 and the spring 35 which is fixed relative to the spreader bar 1. The ring 33 and the plug 34 are also fixed with respect to the spreader bar 1.
    Thus, in a first direction of rotation, the spring 35, the toothed wheel 23 and the mother screw 21 exert on the nut 12 efforts in the same direction. In a second opposite direction of rotation, the mother screw 21 and the toothed wheel 23 exert forces opposite to that of the spring 35. In this way, during the adjustment phases, there are always forces applied on the one hand in the threaded connection between the nut 12 and the mother screw 21 and secondly in the meshing connection between the toothed wheel 23 and the pinion 24. In addition, outside the adjustment phases, the clearances in the threaded connection and in the meshing link are also caught in the same direction as the forces applied by the driver on the rudder 1 at the pedals 2,3.
    The crank 9 is secured to the shaft 5 and the rod 8 is connected to the crank 9 by a ball joint. Thus, the connecting rod 8 and the crank 9 make it possible to transform the rotational movement of the shaft 5 into a translational movement of the connecting rod 8. Thus, an action of the aircraft pilot's feet on the pedals 2,3 causes a rotation of these pedals 2,3 and the shaft 5 around the first axis A1 and, consequently, a translation of the rod 8. The rod 8 is connected to a mechanical control chain to control the variation of the collective pitch anti-torque rotor blades of the aircraft. This first embodiment of the lifter 10 is intended for mechanical flight controls of the aircraft.
    In Figures 1, 2 and 8, the rudder 10 is shown in the rear position of adjustment of the rudder bar 1 and in Figure 3 in the front position of adjustment of this rudder bar 1. The rear position is the position for which the pedals 2,3 are closest to the seat 18 while the front position is the position for which the pedals 2,3 are the furthest from the seat 18.
    FIG. 4 represents a simplified view of the seat 18 of the pilot of the aircraft and of the lifter 10. It can be seen in FIGS. 1 to 4 that the first axis A1 is situated midway between the rear position and the forward position of the aircraft. 1. In effect, for a total travel C of sliding of the rudder bar 1, the first axis A1 is located at a distance equal to half of the total stroke C (C / 2) of the rear position and the front position.
    Thus, the rudder 10 adapts to the length and mobility of the legs of the driver and to the position of the seat 18. In fact, the arc described by each pedal 2.3 about the first axis A1 when the bar of the rudder 1 is close to the rear position is of smaller radius than when the rudder bar is close to the front position.
    In addition, the sliding of the rudder bar 1 relative to the rudder body 4 is in a second inclined plane P2 and forming an angle β with the first plane P1 as shown in Figures 4 and 5. According to this second plane P2, the pedals 2,3 move away vertically from the floor 16 of the aircraft 50 when the rudder bar 1 slides towards the front of the aircraft, that is to say the position before adjustment.
    This direction inclined at the angle β allows each foot of the pilot to maintain an angle Ω between the shin of the pilot's leg and the longitudinal axis of the pedal substantially constant, regardless of the position of the pilot's seat and the morphology of the pilot. This inclined sliding direction of the rudder bar 1 is particularly adapted to the seat whose position adjustment is simultaneously longitudinal and vertical manner as shown in Figure 4.
    The connecting support 7 is connected to the rudder bar 1 by a pivot connection with an elastomeric bearing 37 along a second axis A2 substantially parallel to the first axis A1. Such a pivot connection with an elastomer bearing 37 is shown in FIG. 7. Each pedal 2.3 and the support 7 are rotatable about the second axis A2, with limited travel by the elastomer bearing 37. This limited travel is sufficient so that each pedal 2,3 automatically adapts to the angular position of the rudder bar 1 about the first axis A1. In addition, the torsional stiffness of this elastomer bearing 37 imposes a low resisting force to refocus the pedal 2.3 on the rudder bar 1 as soon as the driver removes his foot pedal 2.3.
    Each pedal 2.3 is also movable in rotation about a third axis A3 with respect to the connecting support 7. This third axis A3 is substantially perpendicular to the first axis A1 and the plane of symmetry PS, when no action is exerted on the pedals 2,3 by a pilot. This mobility in rotation around the third axis A3 makes it possible to adjust the inclination of each pedal 2.3 in order to improve the comfort of the pilot.
    According to the second embodiment of the lifter 10 shown in FIG. 3, the sliding device 20 comprises an electric motor 40 driving the mother screw 21 in rotation possibly by means of reducing the speed of rotation integrated into the electric motor 40. this second embodiment, the nut 12 is integral with the rudder bar 1 and the mother screw 21 is connected to the rudder body 4 by a pivot connection.
    According to this second embodiment, the spreader bar 10 does not comprise a rod 8 and a crank 9. The ball bearings 11 comprise position sensors defining precisely the angular position of the shaft 5 around the first axis A1. This lifter 10 according to this second embodiment is intended for electrical flight controls of the aircraft. The angular position of the shaft 5 defined by these sensors then makes it possible to control the yaw movements of the aircraft by means of an electrical control chain.
    A third embodiment of the lifter 10 is shown in Figure 8. The lifter 10 comprises two servocontrols 45. Each servocontrol 45 is linked to a pedal 2,3, each pedal 2,3 being movable in rotation about the third axis A3. Each servocontrol 45 is also connected to a connection support 7 by a pivot connection. Each servocontrol 45 is connected to a braking system of at least one wheel of a landing gear of the aircraft. In fact, an action of a foot of the pilot on a pedal 2.3 around the third axis A3 acts on a servocontrol 45 to control the braking of the aircraft on the ground via the wheels of its landing gear .
    Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is well understood that it is not conceivable to exhaustively identify all the possible modes. It is of course conceivable to replace a means described by equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    1. Adjustable and rotary lifter (10) for an aircraft comprising: - a rudder bar (1), - a rudder body (4), - two pedals (2, 3) linked to said rudder bar (1). on both sides of said rudder body (4), said two pedals (2, 3) being positioned at the same distance D of a plane of symmetry (PS) attached to said rudder body (4); sliding (20) allowing said rudder bar (1) to slide with respect to the rudder body (4), and - a structure (6), able to be fixed to a floor (16) of said aircraft, characterized in that said crossbar (1) comprises a shaft (5) provided with a first axis (A1) lying on said plane of symmetry (PS), said shaft (5) being integral with said lifter body (4) which is rotatable with respect to said structure (6) around said first axis (A1).
    [2" id="c-fr-0002]
    2. Lifter (10) according to claim 1, characterized in that said sliding device (20) comprises at least one mother screw (21) connected to said lifter body (4) and at least one nut (12) connected to said bar (1), each nut (12) being connected to a lead screw (21) by a helical connection.
    [3" id="c-fr-0003]
    3. beam (10) according to claim 2, characterized in that said sliding device (20) comprises at least one guide bar (22) substantially parallel to each lead screw (21), each guide bar (22) having a sliding pivot connection with said lifter bar (1) and a pivot connection with said lifter body (4).
    [4" id="c-fr-0004]
    4. Lifter (10) according to any one of claims 2 to 3, characterized in that said sliding device (20) comprises a manual control, a control wheel (28) driving said nut (12) in rotation relative to to a mother screw (21) and allowing said rudder bar (1) to slide with respect to the rudder body (4), each mother screw (21) being integral with said rudder body (4) and each nut (12) being connected to said bar (1) by a pivot connection.
    [5" id="c-fr-0005]
    5. Lifter (10) according to any one of claims 2 to 3, characterized in that said sliding device (20) comprises an electric drive, an electric motor (40) driving said mother screw (21) in rotation and allowing said rudder bar (1) is slidable relative to the rudder body (4), each mother screw (21) being connected to said rudder body (4) by a pivot connection and each nut (12) being integral with said rudder bar (1).
    [6" id="c-fr-0006]
    6. beam (10) according to any one of claims 1 to 5, characterized in that said sliding device (20) is irreversible.
    [7" id="c-fr-0007]
    7. Lifter (10) according to any one of claims 2 to 6, characterized in that said sliding device (20) comprises at least one play catching means (30) at a lead screw (21) .
    [8" id="c-fr-0008]
    8. Lifter (10) according to claim 7, characterized in that said clearance means (30) comprises a shouldered bearing (31) and a stop (32) anti-friction material and a ring (33), a plug (34) and a spring (35), said nut (12) is guided in rotation in said bar (1) by means of one hand of said stepped bearing (31) and secondly of said ring (33) and said plug (34), said spring (35) maintaining said nut (12) bearing on said shouldered bearing (31) and said stop (32) being positioned between said nut (12) and said spring (35) .
    [9" id="c-fr-0009]
    9. Pedal (10) according to any one of claims 1 to 8, characterized in that each pedal (2,3) is rotatable about a second axis (A2) substantially parallel to said first axis (A1).
    [10" id="c-fr-0010]
    10. Lifter (10) according to claim 9, characterized in that said crossbar (10) comprises a pivot connection with an elastomer bearing (37) along said second axis (A2) between said bar (1) and each pedal (2,3) so that the position of each pedal (2,3) is adapted to be adapted around said second axis (A2) to the position of a foot of a pilot of said aircraft regardless of the angular position of said body rudder bar (4) about said first axis (A1).
    [11" id="c-fr-0011]
    11. Lifter (10) according to claim 9, characterized in that said lifter (10) comprises a servo system connecting said pedals (2,3) between them and with said bar (1) so that the position of each pedal (2.3) is adapted to be fitted around said second axis (A2) at the position of a foot of a pilot of said aircraft regardless of the angular position of said rudder body (4) around said first axis (A 1 ), said pedals then being parallel to each other.
    [12" id="c-fr-0012]
    12. Pedal (10) according to any one of claims 1 to 11, characterized in that each pedal (2,3) is rotatable about a third axis (A3), said third axis (A3) being substantially perpendicular to said first axis (A1) and said plane of symmetry (PS), to improve the comfort of a pilot of said aircraft.
    [13" id="c-fr-0013]
    13. Lifter (10) according to any one of claims 1 to 11, characterized in that each pedal (2,3) is rotatable about a third axis (A3), said third axis (A3) being substantially perpendicular to said first axis (A1) and said plane of symmetry (PS), and said beam (10) having a servo-control (9) for each pedal (2,3), each servo-control (9) being positioned near a pedal (2.3) and linked to said rudder bar (1) so that an action of a foot of a pilot on a pedal (2,3) around said third axis (A3) acts on said servo-control (9), each servo control (9) being adapted to be connected to a braking system of at least one wheel of a landing gear of said aircraft.
    [14" id="c-fr-0014]
    14. Lifter (10) according to any one of claims 1 to 13, characterized in that, said structure (6) having a first plane (P1) substantially perpendicular to said plane of symmetry (PS) and adapted to be substantially parallel to said floor (16) of said aircraft, said sliding device (20) is inclined with respect to said structure (6) so that said bar (1) slides relative to said lifter body (4) according to a second plane (P2) forming an angle β with said first plane (P1).
    [15" id="c-fr-0015]
    15. Lifter (10) according to any one of claims 1 to 14, characterized in that said crossbar (10) comprises at least one ball bearings (11) for guiding in rotation between said shaft (5) and said structure (6), at least one ball bearing (11) having position sensors for defining the angular position of said shaft (5).
    [16" id="c-fr-0016]
    16. Lifter (10) according to any one of claims 1 to 14, characterized in that said crossbar (10) comprises a connecting rod (8) and a crank (9), said crank (9) being integral with said shaft (5). ) and said connecting rod (8) being connected to said crank (9) in order to transform the rotational movement of said shaft (5) into translation movement of said link (8).
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    同族专利:
    公开号 | 公开日
    FR3039505B1|2018-05-04|
    EP3124378A1|2017-02-01|
    US10196130B2|2019-02-05|
    EP3124378B1|2019-04-17|
    US20170029092A1|2017-02-02|
    引用文献:
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    GB302137A|1928-09-15|1928-12-13|Samuel Edgar Saunders|Improvements relating to rudder-bars for aircraft|
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    US20130019706A1|2011-07-18|2013-01-24|Nook Industries, Inc.|No-lash nut assembly|
    US20140251066A1|2013-03-08|2014-09-11|Woodward, Inc.|Multiple degrees of translational adjustment pedals|
    DE1120281B|1960-09-30|1961-12-21|Hamburger Flugzeugbau G M B H|Control column for aircraft|
    US3129605A|1961-09-07|1964-04-21|Eltra Corp|Adjustable control system|
    US7690604B2|2006-11-06|2010-04-06|Honeywell International Inc.|Rudder pedal assembly including non-parallel slide rails|
    US20140131523A1|2012-11-09|2014-05-15|Mason Electric Co.|Above-the-floor rudder and brake control system|
    FR3045006B1|2015-12-11|2018-01-12|Airbus Operations|CURVILIGNE PALONNIER FOR AIRCRAFT AND AIRCRAFT COMPRISING SUCH A CURVILIGNE PALONNIER.|FR3045006B1|2015-12-11|2018-01-12|Airbus Operations|CURVILIGNE PALONNIER FOR AIRCRAFT AND AIRCRAFT COMPRISING SUCH A CURVILIGNE PALONNIER.|
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    CN109229345B|2018-09-25|2021-11-02|陕西飞机工业（集团）有限公司|Airplane foot control mechanism for preventing false braking|
    EP3901031A4|2020-04-22|2021-10-27|Ningbo Geely Automobile Res & Development Co Ltd|Pedal system for road and flight operational use vehicle|
    CN112201114B|2020-10-12|2021-11-19|浙江大学|Big aircraft pedal analogue means based on rack and pinion motion|
    法律状态:
    2016-07-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-02-03| PLSC| Search report ready|Effective date: 20170203 |
    2017-07-24| PLFP| Fee payment|Year of fee payment: 3 |
    2018-07-25| PLFP| Fee payment|Year of fee payment: 4 |
    2019-07-19| PLFP| Fee payment|Year of fee payment: 5 |
    2021-04-09| ST| Notification of lapse|Effective date: 20210305 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1501599A|FR3039505B1|2015-07-27|2015-07-27|ADJUSTABLE AND ROTARY ROTARY FOR A ROTATING AIRCRAFT|FR1501599A| FR3039505B1|2015-07-27|2015-07-27|ADJUSTABLE AND ROTARY ROTARY FOR A ROTATING AIRCRAFT|
    EP16178532.4A| EP3124378B1|2015-07-27|2016-07-08|An adjustable and rotary rudder bar for a rotary wing aircraft|
    US15/219,418| US10196130B2|2015-07-27|2016-07-26|Adjustable and rotary rudder bar for a rotary wing aircraft|
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