KR200469948Y1 - Throttle Quadrant Assembly - Google Patents

Abstract

The present invention relates to an engine thrust control device for use in an aircraft, and in particular, to provide an engine thrust control device having a lock to prevent the lever from moving regardless of the pilot's intention to the technical problem. To this end, the engine thrust control device according to the present invention, the main lever is movable in at least four stages to adjust the thrust of the engine of the aircraft; A detection unit configured to detect the movement of the main lever by a detection sensor (RVDT) rotated according to the rotation of the main lever; Friction force adjusting unit for adjusting the frictional force of the main lever to adjust the movement preference of the main lever; A catching part for allowing the main lever to move two preset steps only when a predetermined force or more is given from the outside; And by adjusting the main lever in a locked state or a released state, a locking portion for preventing the malfunction of the main lever.

Description

Throttle Quadrant Assembly

The present invention relates to a device applied to the aircraft, in particular, to an engine thrust control device for adjusting the engine thrust of the aircraft.

The aircraft industry refers to the industrial activities of manufacturing, assembling, regenerating, modifying and repairing manned powered aircraft, gliding, glide and non-powered aircraft, ground flight training devices and aircraft motors and engines and parts thereof. Aircraft manufactured by them require, among other things, a high level of reliability and stability when compared to other modes of transport and transportation.

Engine thrust control device of the aircraft industry is connected to the aircraft control device to perform the function of controlling the thrust of the aircraft.

However, the conventional engine thrust control device has a problem that an accident may occur due to the lever being moved by a mistake or carelessness of an airplane pilot.

In addition, the conventional engine thrust control device has a problem that an accident may occur because a problem occurs in the lever and does not provide an auxiliary device that the pilot can cope with when the lever is not operated.

The present invention is to solve the above problems, to provide an engine thrust control device, which is provided with a lock to prevent the lever from moving regardless of the pilot's intention to the technical problem.

Engine thrust control device according to the present invention for achieving the above technical problem, the main lever is movable in at least four stages to adjust the thrust of the engine of the aircraft; A detection unit configured to detect the movement of the main lever by a detection sensor (RVDT) rotated according to the rotation of the main lever; Friction force adjusting unit for adjusting the frictional force of the main lever to adjust the movement preference of the main lever; A catching part for allowing the main lever to move two preset steps only when a predetermined force or more is given from the outside; And by adjusting the main lever in a locked state or a released state, a locking portion for preventing the malfunction of the main lever.

According to the above solution, the present invention provides the following effects.

That is, the present invention is provided with a locking part to prevent the lever from moving regardless of the pilot's intention, thereby preventing the situation in which an accident may occur by moving the lever due to a pilot's mistake or carelessness. to provide.

In addition, the present invention has an auxiliary operation part in addition to the case in which the pilot moving main lever to control the thrust of the engine is not normally operated, the pilot can control the minimum function for the operation of the aircraft in the event of an emergency situation To prevent accidents.

1 is a perspective view of an embodiment of an engine thrust control device according to the present invention.
Figure 2 is a front view of the engine thrust control device according to the present invention.
3 is a rear view of the engine thrust control device according to the present invention.
4 is a right side view of the engine thrust control device according to the present invention.
5 is a plan view of the engine thrust control device according to the present invention.
Figure 6 is a bottom view of the engine thrust control device according to the present invention.
7 to 9 are various exemplary views for explaining a sensing unit of the engine thrust control device according to the present invention.
10 is an exemplary view for explaining a frictional force control unit of the engine thrust control device according to the present invention.
Figure 11 is an exemplary view for explaining the locking portion of the engine thrust control device according to the present invention.
Figure 12 is an exemplary view for explaining a lock of the engine thrust control device according to the present invention.
Figure 13 is an exemplary view for explaining the auxiliary operation of the engine thrust control device according to the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a perspective view of an embodiment of an engine thrust control device according to the present invention.

Throttle Quadrant Assembly (TQA) is a device that regulates the output of an aircraft engine. The engine thrust control device may be provided in the front and rear seats of the aircraft cockpit, and the front seat engine thruster and the rear seat engine thrust control. The apparatus 200 has a somewhat different configuration.

Engine thrust control device according to the present invention is, in particular, located in the front seat, using the detection unit consisting of four detection sensors (RVDT: Rotary Variable Differential Transformer (one (E) is the auxiliary detection sensor) of the main lever The position detection information of the main lever detected by the engine thrust control device according to the present invention is transmitted to the control device as an analog signal, and the control device receives the analog position detection information transmitted from the engine thrust control device. After analyzing the location of the main lever, the digital control signal is transmitted to each component that can change the engine thrust.

In addition, the engine thrust control device according to the present invention includes a detection unit consisting of three detection sensors (RVDT) and one auxiliary detection sensor as described above, any one of the three detection sensors, such as failure If the aircraft cannot be controlled due to abnormal operation of the main lever or abnormal operation of the main lever, the coordinator can operate the auxiliary sensor using a changeover switch.

In addition, the engine thrust control device according to the present invention is a device for adjusting the thrust of the aircraft engine, the main lever is largely changed to four stages (off: stop stage, Idle: idle stage, MIL: constant speed stage, AB: maximum thrust stage) It works by moving to the position of). In particular, it has the following five characteristics.

First, the engine thrust control device according to the present invention, by detecting the movement of the lever (displacement angle) by the sensing unit consisting of at least three detection sensors (RVDT) rotated in accordance with the rotation of the lever characterized in that Have

Second, the engine thrust control device according to the present invention, each pilot to adjust the knob of the friction force control unit to adjust the movement preference of the main lever.

Third, the engine thrust control device according to the present invention, when moving the main lever to the maximum speed stage (AB), by using a stronger force than the movement to another stage by using the locking portion, regardless of the intention of the pilot This prevents the aircraft from being controlled by speed.

Fourth, the engine thrust control device according to the present invention, has a locking portion composed of a lock lever to prevent the main lever from moving regardless of the pilot's intention.

Fifth, the engine thrust control device according to the present invention is additionally provided with an auxiliary operating unit consisting of a secondary lever and a switch for the case in which the pilot moving main lever to control the thrust of the engine is not normally operated.

In other words, the engine thrust control device according to the present invention, the main lever is operated while moving to the position of four stages (Off, Idle, MIL, AB), to prevent the engine thrust control device off due to the malfunction of the main lever In order to prevent the main lever from being switched from the AB stage to the highest output stage regardless of the pilot's intention, a locking portion (third feature) is provided.

In addition, the engine thrust control device according to the present invention is an auxiliary operating unit consisting of a switch for operating the auxiliary detection sensor so that the position detection for the auxiliary lever and the auxiliary lever can be used for emergency when the main lever down. (Fifth feature). That is, when its use is impossible due to a mechanical defect of the main lever, the pilot can operate the auxiliary sensor by using the changeover switch and then operate it by using the auxiliary lever. The sensing information of is transmitted to the control device and its position is determined.

In addition, the engine thrust control device according to the present invention is composed of a three-sensor detection unit to perform the task with two detection sensors (RVDT) even if one detection sensor (RVDT) is broken, the main lever is abnormal One auxiliary sensing sensor is further added to the sensing unit so that it can be used in case of occurrence (first characteristic).

In addition, the engine thrust control device according to the present invention is provided with a friction force control unit that can adjust the friction force of the main lever.

On the other hand, the control device connected to the engine thrust control device according to the present invention receives the detection signal containing the position information of the main lever of the engine thrust control device through the analog channel (Analog Channel) of the main lever (Main Lever) The angle will be judged.

In the following, the present invention is described in detail with emphasis on the five features of the present invention as described above.

That is, Figure 1 is a perspective view of an embodiment of the engine thrust control device according to the present invention, the engine thrust control device according to the present invention to allow the pilot to adjust the thrust of the engine when necessary, as shown in Figure 1 Likewise, the box-shaped housing 180, which is mounted in the housing, is mounted on the main lever 191 and the main lever to move the pilot to adjust the thrust of the engine, and prevents the main lever from moving regardless of the pilot's intention. To adjust the friction of the locking unit 140 and the auxiliary operating unit 150 and the main lever provided with a switching switch for use in case of malfunction or abnormal operation of the main lever. It includes a friction force adjustment unit 120 is provided with a knob for.

First, the housing 180 forms an appearance of the engine thrust control device according to the present invention, the components as described above are exposed to the outside of the engine thrust control device according to the present invention, as shown in FIG. have. On the other hand, various components are also included in the housing, and in particular, the sensing unit consisting of a sensor and an auxiliary sensor constituting the first feature of the present invention described above, and the engaging portion constituting the third feature inside the housing It is mounted on.

Next, the main lever 191 is a device that the pilot grabs and moves to adjust the thrust of the engine, the thrust of the engine can be adjusted according to the position of the main lever. That is, the speed of the engine can be controlled according to the position of the main lever. As the main lever is placed in the position of Shut down (off), Idle, Mil, AB (Min AB, Max AB) The thrust of the engine can be adjusted in four stages. Here, the position of the main lever for generating the highest output AB of the engine may be classified into a Min AB step and a Max AB step.

Next, the knob is provided as a component of the friction force adjusting unit 120 forming the second feature of the present invention, because the movement preference of the main lever 191 may be different for each pilot. That is, each pilot can adjust the movement preference of the main lever by adjusting the knob (friction control lever). In detail, one pilot may prefer the main lever 191 to move each position smoothly, the other pilot may prefer the main lever to move each position by the strong pressure of the pilot bar, the present invention Is to allow each pilot to adjust the movement of the main lever using the friction force control unit 120.

Next, the locking lever is a component of the locking unit 140, which constitutes the fourth aspect of the present invention, and is intended to prevent malfunction due to a pilot mistake. That is, the pilot locks the position of the main lever by using the lock lever's Idle Gate and the lift handle, so that the main lever moves to the position where the engine is turned off regardless of the pilot's intention and the engine of the aircraft is turned off. It performs a function to prevent it. In detail, according to the position of the main lever 191, as described above, the engine thrust control device may allow the engine to output the maximum output, or may cause the engine to be stopped (off), Regardless, if the main lever moves, unexpected accidents may occur. Therefore, when the pilot puts the lock lever in the locked position, the present invention can prevent the main lever 191 from moving arbitrarily, thereby preventing an accident as described above.

Lastly, the auxiliary lever is a component of the auxiliary operating unit 150 constituting the fifth feature of the present invention, and when the main lever 191, which is the main output control device, is broken or abnormally operated (called down), For the pilot to use for emergency use, the pilot can adjust by using the emergency throttle switch (auxiliary lever), and at this time, by selecting the changeover switch, one auxiliary detection sensor (RVDT) is used to control the engine output in case of emergency. can do. That is, when the engine thrust control device according to the present invention operates normally, the position of the main lever 191 can be detected by the three detection sensors (RVDT), accordingly the engine through the four steps as described above Can be controlled, but since the auxiliary lever that is operated in an emergency is simply configured to be detected by only one auxiliary sensor (RVDT), the pilot has the minimum steps for adjusting the aircraft in an emergency, for example, Only simple adjustment steps such as flight or off, or high or low speed may be indicated.

Hereinafter, the basic configuration of the present invention will be described first with reference to FIGS. 2 to 6, and then five features of the present invention will be described with reference to FIGS. 7 to 13.

Figure 2 shows a front view of the engine thrust control device according to the present invention, Figure 3 shows a rear view of the engine thrust control device according to the present invention, Figure 4 shows a right side view of the engine thrust control device according to the present invention, Figure 5 shows a plan view of the engine thrust control device according to the present invention, Figure 6 shows a bottom view of the engine thrust control device according to the present invention, in particular, Figures 2 to 4 (a) is seen from the outside (B) shows the state inside the housing.

That is, the engine thrust control device according to the present invention, as described above, the housing 180, the main lever 191, the sensing unit 110, the friction force adjusting unit 120, the engaging portion, the locking portion 140 and the auxiliary Actuator 150 is included and each includes components as shown in FIGS. 2 to 6.

First, the housing 180 constitutes the appearance of the engine thrust control device according to the present invention as described above.

Next, the main lever 191 is connected to the main lever fixing plate 192 as shown in FIG. In addition, the main lever fixing plate 192 is connected to the sensor sensor driver not shown.

Next, the sensing unit 110 includes three sensing sensors 111 as shown in (b) of FIG. 3. Here, the sensing unit 110 is connected to the opposite side of the main lever fixing plate connecting portion of the housing not shown, and the sensing sensor shaft which is rotated by the sensing sensor driver connected to the main lever fixing plate is connected to the sensing sensor shaft constituting the sensing unit. It is. The sensor detects the movement of the main lever 191. In addition, the sensing unit further includes an auxiliary sensing sensor operated by the changeover switch 152.

Next, as shown in FIG. 2, the friction force adjusting unit 120 includes a knob 121, a worm gear 122, and a clutch (worm wheel) 123 exposed to the plane of the housing. It includes a friction pack that is moved up and down or left and right by the clutch groove formed to adjust the friction force with the main lever fixing plate.

Next, the catch is to ensure that the main lever is moved only when a significant force is applied by the pilot when the main lever moves to the maximum speed stage (AB) or the maximum speed stage. In particular, the detent is provided with a stopper in contact with the main lever protrusion connected to the main lever fixing plate 192.

Next, the locking unit 140 is a guide lever 142 for locking or releasing the main lever by the movement of the locking lever 141 and the locking lever as shown in FIG. 12).

Finally, the auxiliary operation unit 150 includes a subsidiary lever 151 and a changeover switch 152 for operating the subsidiary detection sensor capable of sensing the position of the subsidiary lever.

On the other hand, the operation of the main lever 191 can be adjusted in a total of four steps (Off, Idle, Mil, AB (Max, Min)), as described above, the main lever is formed in the plane of the housing 180 Exposed to the outside through the main lever hole 195, each step can be adjusted by the rotation angle. Here, the operation stage of the main lever is not limited to four stages, and may be variously set according to the characteristics of the aircraft.

7 to 9 are various exemplary views for explaining the sensing unit of the engine thrust control apparatus according to the present invention, Figure 7 is a perspective view of the detection unit, Figure 8 shows a first embodiment of the detection unit, Figure 9 Shows a second embodiment of the sensing unit.

The sensing unit 110 is for sensing the movement or the position of the main lever 191, and as illustrated in FIGS. 3B and 7, includes three sensing sensors 111. Here, each of the three detection sensors 111 is connected to the detection sensor gear 113 through the detection sensor shaft 112a, the detection sensor gear 113 is in the main lever fixing plate rotated by the main lever 191. It is rotated by the sensing sensor driver 193 is connected.

That is, the detection sensor gear 113 is meshed with the detection sensor driver 193 connected to the main lever fixing plate 192, and the detection sensor shaft is rotated so that the detection sensor 111 moves of the main lever fixing plate 192. It detects (displacement angle) and converts / outputs it into an electrical signal.

The sensor as described above is to detect the movement of the main lever 191, in addition to detecting the movement of the main lever to detect the position of the main lever, that is, the output stage of the engine pointed to by the main lever. It may be.

On the other hand, Figures 8 and 9 show the detailed configuration of the sensing unit, in particular, it shows the configuration of the sensing sensor driver 193 rotated by the main lever, and the sensing sensor gear 113 that rotates in engagement with the sensing sensor driver. .

First, FIG. 8 illustrates an example in which the sensing sensor driver 193 rotated by the main lever 191 is configured in one gear shape, and is provided on one main lever shaft 193a constituting the sensing sensor driver 193. Three detection sensor gears 113a are rotated by the screw thread of the fixed main lever gear 193b (only two detection sensor gears are shown in FIG. 8), and the detection sensor shaft ( As the cam 112a rotates, the movement of the main lever 191 may be detected while the sensor 111a rotates.

Next, FIG. 9 shows an example in which the sensing sensor driver 193 rotated by the main lever 191 includes one main lever shaft 193a and three main lever gears 193b (two main figures on the drawing). Only the lever gear is shown), the main lever shaft 193a is connected to the main lever 191 or the main lever fixing plate 192 is rotated by their rotation.

On the other hand, the main lever shaft 193a is equipped with the same main lever gear 193b as the number of the sensing sensor gears 113b. When the main lever shaft 193a rotates, the main lever gear 193b rotates accordingly. The sensing sensor gears 113b respectively connected to the main lever gear rotate.

At this time, since the detection sensor gear 113b is connected to the detection sensor 111b by the detection sensor shaft 112b, all three detection sensors 111b are rotated by the rotation of one main lever shaft 193a. While the main lever 191 movement can be detected.

10 is an exemplary view for explaining a friction force control unit of the engine thrust control device according to the present invention.

As shown in FIG. 10, the friction force adjusting unit 120 includes a knob 121 exposed in a plane of the housing, a worm gear 122 rotating by the rotation of the knob, and a clutch (worm wheel) 123 rotating by the worm gear. And a friction pack 125 which is moved up and down or left and right by the clutch groove 124 formed in the clutch to adjust the friction force with the main lever fixing plate 192.

That is, when the pilot rotates the knob 121, the worm gear 122 rotates according to the rotation of the knob, and the clutch 123 rotates by the rotation of the worm gear. On the other hand, since the clutch groove 124 is formed in the clutch 123 to form a constant inclination angle, when the clutch groove rotates by the rotation of the clutch, the friction pack 125 is moved up and down or left and right by the inclination angle of the clutch groove. As the friction pack moves, the distance between the friction pack 125 and the main lever fixing plate 192 is changed.

Therefore, when the friction pack 125 and the main lever fixing plate 192 are widened and the friction force is increased, the pilot must give more force to move the main lever 191, on the contrary, the friction pack 125 and the main lever When the interval between the lever fixing plate 192 is narrowed and the frictional force is small, the pilot may give a small force to move the main lever, in this case, the main lever can be moved to each position more smoothly.

That is, the pilot may change the moving feel of the main lever according to his taste by adjusting the distance between the friction pack 125 and the main lever fixing plate 192 using the knob 121.

In detail, the knob 121 is provided at an upper portion of the housing, and the pilot 121 is used to adjust the friction force.

In addition, the main lever 191 is to maintain a soft state when moving at the minimum operating force (friction force) in the design.

When the pilot turns the knob 121, the worm gear 122 rotates and the clutch (worm wheel) 123 also moves in the circumferential direction. When the clutch (worm wheel) moves in the circumferential direction, the friction pack 125 is opened up and down due to the frictional relative movement of both clutches, and the tension was generated by the wave washer (spring) to support the tension. Will appear.

That is, the friction force adjusting unit 120 is applied to the friction pack 125, the wave washer 126 and Delrin (Delrin: acetal resin) disk structure, the pilot easily using the worm gear 122, the main lever 191 To adjust the sensitivity of the movement.

11 is an exemplary view for explaining a locking portion of the engine thrust control device according to the present invention.

The engaging portion 130 is to allow the main lever to move only when a significant force is applied by the pilot when the main lever moves to the maximum speed stage AB or the detailed speed stage. As shown in FIG. 11, the spring includes a spring 131 mounted on the housing and having elasticity, and a detent (Mil-AB detent) 132 connected to the spring and having a catching jaw 133 formed thereon. .

That is, the spring 131 is to allow the detent 132 to move in an elastic state, the detent 132 is formed with a locking jaw 133, the main lever 191 is connected The main lever protrusion 195 formed on the main lever fixing plate 192 may not cross the locking step 133 unless a force greater than a predetermined force is applied from the outside.

The locking part 130 as described above is for preventing a malfunction between the Mil step and the AB step among the four operating steps of the main lever 191 as described above.

That is, when the main lever is in the AB stage, the engine generates its maximum speed. Therefore, if the main lever is moved to the AB stage due to the inadvertent or malfunction of the pilot, an unexpected emergency situation may occur.

Therefore, the locking portion 130 is to prevent the malfunction as described above, the main lever projection 195 is in contact with the locking jaw 133 at the time when the transition to the Mil stage and AB stage, the pilot in the AB stage In the case of moving the main lever from the AB stage to the Mil stage, a force higher than the force applied in the general stage is applied to the lever. According to this, there is no fear of malfunction of the main lever which is not by the pilot's intention, and the pilot can reliably recognize that he is moving the main lever from Mil stage to AB stage or from AB stage to Mil stage. Therefore, it is possible to prevent the change of the stage which is not desired by oneself.

In detail, the locking portion is for preventing a malfunction of the MIL-AB section of the main lever, and the locking jaws 133 in both directions can prevent inadvertent AB switching between Mil and AB. That is, the main lever protrusion 195 delimiting the Mil and AB stages requires a constant force to cross the engaging jaw coupled with the spring, and also adds a minimum friction force when moving in both directions in the front engine thruster (TQA). It is necessary.

12 is an exemplary view for explaining a locking part of the engine thrust control device according to the present invention.

The locking unit 140 is to prevent the main lever from moving to each step irrespective of the pilot's intention. As shown in FIG. 12, a lock lever used by the pilot to lock or release the main lever is shown in FIG. 12. 141 and a guide detent 142 for locking or releasing the movement of the main lever by the movement of the lock lever.

That is, if the locking portion 130 is to control the movement of the main lever 191 at the step of moving at the maximum speed, the locking unit 140 is to control the movement of the main lever at a step other than the maximum speed. In particular, the main lever may perform a function of preventing the main lever from being moved to the off stage.

For example, if the main lever moves each stage during the flight of the aircraft regardless of the pilot's intention even at a stage other than the maximum speed, unpredictable accidents may occur. In particular, the stage in which the engine is operating during the flight of the aircraft (Idle , MIL, AB) If the main lever is suddenly moved to the off stage of the engine (Off) may cause a large accident, the guide detent (142) of the lock portion of the main operation stage The main lever can be locked to prevent the lever from moving arbitrarily.

The locking unit 140 may prevent the inadvertent movement of the pilot by using the guide detent 142 in one direction, and in particular, to allow the main lever to move to the position of the off stage only under a constant force. It may be.

Therefore, when the pilot does not move the main lever, the locking lever of the locking part is placed in the locked position. In this case, the main lever does not move by the guide detent (but it moves so that a constant force is applied. May be configured). On the other hand, the pilot who wants to move the main lever again in the locked state will put the lock lever 141 in the release position, in this case, the guide detent releases the main lever, so that the pilot can Can be moved to a location.

Figure 13 is an exemplary view for explaining the auxiliary operation of the engine thrust control device according to the present invention.

The auxiliary operating unit 150 is for use in an emergency in which the main lever 191 does not operate normally. As shown in FIG. 13, the auxiliary operating unit 150 detects positions of the auxiliary lever 151 and the auxiliary lever that can vary the engine thrust. It includes a switch 152 for operating the auxiliary detection sensor 153 that can be.

Therefore, the engine thrust control device according to the present invention is the engine thrust from the Idle to Mil by the operation of the auxiliary lever 151 through the changeover of the switching switch 152 when an emergency situation in which the main lever 191 is impossible to operate Adjustable

To this end, the auxiliary lever 151 having the two positions as described above is responsible for switching the aircraft operation function in the event of an emergency.

On the other hand, the backup thrust acting by the auxiliary lever should be independent of the main thrust acting physically by the main lever. In addition, as described above, one auxiliary detection sensor (RVDT) detects the movement of the auxiliary lever, and transmits the sensing information to the control device (300).

In detail, the engine thrust control device according to the present invention, the main thrust control device (main lever) is switched to the backup thrust control device using an emergency throttle switch (auxiliary lever) when down, at this time, one auxiliary detection The engine thrust is controlled by applying a sensor (RVDT).

That is, the engine thrust control device according to the present invention as described above, the main lever 191, the sensing unit 110, the friction force adjusting unit 120, the engaging portion, the locking portion 140 and the auxiliary operation unit 150 Is operated in combination to perform the function of adjusting the engine thrust of the aircraft.

It will be understood by those skilled in the art that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive. The scope of the present invention is shown by the following claims rather than the detailed description, and all changes or modifications derived from the meaning and scope of the claims and their equivalent concepts should be construed as being included in the scope of the present invention. do.

100: front seat engine thrust control device 200: rear seat engine thrust control device
300: control device 110: detection unit
120: frictional force adjusting unit 130: locking part
140: locking unit 150: auxiliary operation unit
180 housing 191 main lever

Claims (8)

A main lever movable in at least four stages to adjust the thrust of the engine of the aircraft;
A detection unit configured to detect the movement of the main lever by a detection sensor (RVDT) rotated according to the rotation of the main lever;
Friction force adjusting unit for adjusting the frictional force of the main lever to adjust the movement preference of the main lever;
A catching part for allowing the main lever to move two preset steps only when a predetermined force or more is given from the outside;
A locking part for preventing a malfunction of the main lever by adjusting the main lever to a locked state or a released state; And
Includes an auxiliary operation unit for using in place of the main lever when the main lever malfunctions,
The auxiliary operation unit may include an auxiliary lever configured to be independent of the main lever to vary the engine thrust; And a changeover switch for operating an auxiliary detecting sensor for detecting a position of the auxiliary lever. The method of claim 1,
The sensing unit includes:
A sensing sensor driver rotating by the main lever;
A sensing sensor gear that rotates in engagement with the sensing sensor driver;
A sensing sensor shaft rotating by the sensing sensor gear; And
It includes a detection sensor for rotating the rotation of the detection sensor shaft to generate a detection signal,
The detection sensor driving unit, the engine thrust control device, characterized in that consisting of a main lever gear fixed to the main lever shaft rotated in accordance with the rotation of the main lever. The method of claim 1,
The sensing unit includes:
A sensing sensor driver rotating by the main lever;
A sensing sensor gear that rotates in engagement with the sensing sensor driver;
A sensing sensor shaft rotating by the sensing sensor gear; And
It includes a detection sensor for rotating the rotation of the detection sensor shaft to generate a detection signal,
The detection sensor driver,
A main lever shaft rotated by the main lever;
A main lever gear connected by the number of the detection sensors with the main lever shaft as the rotation axis;
A plurality of sensing sensor gears engaged with each of the main lever gears to rotate;
A plurality of sensing sensor shafts rotated by the sensing sensor gears; And
Engine thrust control device including a plurality of detection sensors to rotate by the rotation of each of the detection sensor shaft to generate a detection signal. The method of claim 1,
The friction force adjusting unit,
A knob operated by a user;
A worm gear rotating by the rotation of the knob;
A clutch rotating by the worm gear; And
An engine thrust control device including a friction pack which is moved up and down or left and right by a clutch groove formed in the clutch, and which can adjust a friction force with the main lever fixing plate which is rotated by the main lever. The method of claim 1,
[0027]
A spring having elasticity; And
It is connected to the spring and includes a detent is formed a locking jaw,
The locking jaw is an engine thrust control device, characterized in that in contact with the main lever projection formed on the main lever fixing plate to which the main lever is connected. The method of claim 1,
The locking portion
A lock lever operable to lock or release the main lever; And
And a guide detent for locking or releasing the movement of the main lever by the movement of the locking lever.








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