CA2749484A1 - Wheel controller for an aircraft - Google Patents
Wheel controller for an aircraft Download PDFInfo
- Publication number
- CA2749484A1 CA2749484A1 CA2749484A CA2749484A CA2749484A1 CA 2749484 A1 CA2749484 A1 CA 2749484A1 CA 2749484 A CA2749484 A CA 2749484A CA 2749484 A CA2749484 A CA 2749484A CA 2749484 A1 CA2749484 A1 CA 2749484A1
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- Prior art keywords
- wheel
- controller
- wheel controller
- steering
- spring
- Prior art date
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- 230000033001 locomotion Effects 0.000 claims description 15
- 230000006835 compression Effects 0.000 claims description 14
- 238000007906 compression Methods 0.000 claims description 14
- 230000000694 effects Effects 0.000 claims description 8
- 230000003213 activating effect Effects 0.000 claims description 5
- 238000013016 damping Methods 0.000 claims description 4
- 230000002238 attenuated effect Effects 0.000 claims description 3
- 230000004913 activation Effects 0.000 description 6
- 238000001994 activation Methods 0.000 description 6
- 230000009849 deactivation Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 230000000881 depressing effect Effects 0.000 description 2
- 208000036366 Sensation of pressure Diseases 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 229920000136 polysorbate Polymers 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C19/00—Aircraft control not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/50—Steerable undercarriages; Shimmy-damping
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/80—Energy efficient operational measures, e.g. ground operations or mission management
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Steering Controls (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Mechanical Control Devices (AREA)
- Regulating Braking Force (AREA)
Abstract
The present invention relates to a wheel controller for an aircraft, in particular airplane, by means of which at least one wheel, in particular nose wheel, can be controlled, and wherein the wheel controller preferably is a nose wheel controller or tiller, and to an aircraft, in particular airplane, with at least one wheel controller.
Description
Wheel Controller for an Aircraft The present invention relates to a wheel controller for an aircraft, in particular air=
plane, by means of which at least one wheel, in particular nose wheel, can be con-trolled, and wherein the wheel controller preferably is a nose wheel controller or tiller, and to an aircraft, in particular airplane, with at least one wheel controller.
The nose wheel controller, also referred to as tiller, is utilized to steer an airplane at low velocities at the ground. For example, the pilot of the airplane utilizes the nose wheel controller, in order to steer the airplane from the parking space to the take-off runway and on to the beginning of the take-off operation, when the rudder does not yet have an aerodynamic effect and a change in direction of the airplane can not yet be accomplished by actuating the rudder.
Modern nose wheel controllers are designed as steer-by-wire systems, which means that the rotary movement present at the hand wheel of the nose wheel con-troller is detected by means of sensors and converted into an electrical signal. This electrical signal in turn is evaluated by an electronic system and thus effects a def-lection of the nose landing gear of the airplane.
plane, by means of which at least one wheel, in particular nose wheel, can be con-trolled, and wherein the wheel controller preferably is a nose wheel controller or tiller, and to an aircraft, in particular airplane, with at least one wheel controller.
The nose wheel controller, also referred to as tiller, is utilized to steer an airplane at low velocities at the ground. For example, the pilot of the airplane utilizes the nose wheel controller, in order to steer the airplane from the parking space to the take-off runway and on to the beginning of the take-off operation, when the rudder does not yet have an aerodynamic effect and a change in direction of the airplane can not yet be accomplished by actuating the rudder.
Modern nose wheel controllers are designed as steer-by-wire systems, which means that the rotary movement present at the hand wheel of the nose wheel con-troller is detected by means of sensors and converted into an electrical signal. This electrical signal in turn is evaluated by an electronic system and thus effects a def-lection of the nose landing gear of the airplane.
-2-Known nose wheel controllers in addition include resetting systems by means of which the nose wheel can be reset into the zero-degree position, i.e. usually the position for driving straight ahead.
In this connection, for example, a self-centering nose wheel control system is known from DE 602 24 108 T2, in which by means of an eccentrically arranged tor-sion spring the" nose wheel controller can automatically be reset into 'a zero-degree position, when no more steering torque is present.
From US 2008/0011905 Al there is furthermore known a side-stick system for con-trolling the airplane both at the ground and in the air, which likewise is provided with a resetting system. This resetting system effects that in case of missing actuation, the side stick is reset into an upright reference position.
It would be desirable, however, to increase the reliability of a nose wheel controller and in general provide for an improved operability with a simpler construction of a nose wheel controller at the same time.
Therefore, it is the object of the present invention to develop a wheel controller for an aircraft as mentioned above in an advantageous way, in particular to the effect that the reliability of a wheel controller is increased and furthermore preferably to provide for an automatic reset and safe actuation of the wheel controller even in the case of a failure of components of the wheel controller.
In accordance with the invention, this object is solved by a wheel controller with the features of claim 1. Accordingly, it is provided that a wheel controller for an aircraft, in particular airplane, by means of which at least one wheel, in particular nose wheel, can be controlled, and wherein the wheel controller preferably is a nose wheel controller or a tiller, includes at least one resetting means by means of which the wheel controller can be reset into a centered zero position, wherein the reset-ting means includes at least two spring means by means of which a reset of the wheel controller into the centered zero position each can be effected independent
In this connection, for example, a self-centering nose wheel control system is known from DE 602 24 108 T2, in which by means of an eccentrically arranged tor-sion spring the" nose wheel controller can automatically be reset into 'a zero-degree position, when no more steering torque is present.
From US 2008/0011905 Al there is furthermore known a side-stick system for con-trolling the airplane both at the ground and in the air, which likewise is provided with a resetting system. This resetting system effects that in case of missing actuation, the side stick is reset into an upright reference position.
It would be desirable, however, to increase the reliability of a nose wheel controller and in general provide for an improved operability with a simpler construction of a nose wheel controller at the same time.
Therefore, it is the object of the present invention to develop a wheel controller for an aircraft as mentioned above in an advantageous way, in particular to the effect that the reliability of a wheel controller is increased and furthermore preferably to provide for an automatic reset and safe actuation of the wheel controller even in the case of a failure of components of the wheel controller.
In accordance with the invention, this object is solved by a wheel controller with the features of claim 1. Accordingly, it is provided that a wheel controller for an aircraft, in particular airplane, by means of which at least one wheel, in particular nose wheel, can be controlled, and wherein the wheel controller preferably is a nose wheel controller or a tiller, includes at least one resetting means by means of which the wheel controller can be reset into a centered zero position, wherein the reset-ting means includes at least two spring means by means of which a reset of the wheel controller into the centered zero position each can be effected independent
-3-of each other, and/or includes at least two sensor means by means of which elec-tronic signals each can be generated independent of each other for deflecting the wheel in dependence on the steering movement, and/or includes at least two switch means by means of which the wheel controller each can be activated independent of each other, and/or includes at least two compression spring means by means of which an actuating means each can be reset independent of each other, wherein the switch means can be actuated by means of the actuating means.
The wheel controller advantageously is a steer-by-wire wheel controller by means of which for example the nose wheel of an airplane can be controlled.
This involves the advantage that due to a redundant construction as regards the essential components of the wheel controller a much higher reliability of the wheel controller can be achieved. For example, in a case in which a spring means of the resetting means fails, e.g. due to breakage, a reset of the wheel controller into the centered zero position nevertheless can be effected, since this can already be ef-fected by the other, second spring means.
Even a failure of the sensor means does not lead to the failure-of the entire wheel controller, since by means of the other, second sensor means the steering move-ments still are detected and can be converted into electronic signals for actuating the wheel. The sensor means for example can be a tandem sensor or comprise a tandem sensor.
A failure of one of the switch means likewise does not lead to the failure of the en-tire wheel controller, since by means of the second switch means an activation of the wheel controller, but also a deactivation, still is possible.
Usually, an actuating means acts on the switch means, in order to activate the wheel controller. For resetting the actuating means two compression spring means now are provided, which each can reset the actuating means independent of each other. This ensures that even in case of a failure of one of the two compression
The wheel controller advantageously is a steer-by-wire wheel controller by means of which for example the nose wheel of an airplane can be controlled.
This involves the advantage that due to a redundant construction as regards the essential components of the wheel controller a much higher reliability of the wheel controller can be achieved. For example, in a case in which a spring means of the resetting means fails, e.g. due to breakage, a reset of the wheel controller into the centered zero position nevertheless can be effected, since this can already be ef-fected by the other, second spring means.
Even a failure of the sensor means does not lead to the failure-of the entire wheel controller, since by means of the other, second sensor means the steering move-ments still are detected and can be converted into electronic signals for actuating the wheel. The sensor means for example can be a tandem sensor or comprise a tandem sensor.
A failure of one of the switch means likewise does not lead to the failure of the en-tire wheel controller, since by means of the second switch means an activation of the wheel controller, but also a deactivation, still is possible.
Usually, an actuating means acts on the switch means, in order to activate the wheel controller. For resetting the actuating means two compression spring means now are provided, which each can reset the actuating means independent of each other. This ensures that even in case of a failure of one of the two compression
-4-spring means a reliable reset of the actuating means still is possible. A safe activa-tion or deactivation of the wheel controller can be achieved thereby.
Furthermore, a haptic feedback advantageously is generated for the pilot by means of an endless spring means, which makes a pressure point noticeable in connection with the act-uation of the switch means for activating the wheel controller.
Furthermore, it can be provided that the wheel controller includes at least one steer-ing wheel or hand wheel, wherein by means of a press-in movement of the steering wheel or hand wheel or a part of the steering wheel or hand wheel the wheel con-troller can be activated and/or deactivated. It is conceivable, for example, that the wheel center or wheel hub and the head of the hand wheel axle or steering wheel axle or the hand wheel center or steering wheel center is designed to be at least partly depressible and the same must be depressed for activating the wheel control-ler. Releasing the same correspondingly leads to a deactivation of the wheel con-troller.
In addition, it is conceivable that the spring means of the resetting means is and/or comprises a leg spring installed pretensioned.
Furthermore, it is conceivable that the spring means of the resetting means are ar-ranged concentrically with respect to the steering axle of the steering wheel or hand wheel of the wheel controller.
In addition, it is possible that a damping means is provided, by means of which the resetting movement can be attenuated, in particular can be attenuated such that a roll-over over the zero point can be prevented and/or a controlled return into the centered zero position can be effected. With the damping means the wheel control-ler thus has a further safety means, so that the operational safety of the wheel con-troller can further be increased. The damping means for example can be a rotation-al damper. A possible roll-over over the zero point thus can advantageously be pre-vented, so that even when releasing the steering wheel or hand wheel of the wheel controller, a controlled and slow movement into the centered zero position is ef-
Furthermore, a haptic feedback advantageously is generated for the pilot by means of an endless spring means, which makes a pressure point noticeable in connection with the act-uation of the switch means for activating the wheel controller.
Furthermore, it can be provided that the wheel controller includes at least one steer-ing wheel or hand wheel, wherein by means of a press-in movement of the steering wheel or hand wheel or a part of the steering wheel or hand wheel the wheel con-troller can be activated and/or deactivated. It is conceivable, for example, that the wheel center or wheel hub and the head of the hand wheel axle or steering wheel axle or the hand wheel center or steering wheel center is designed to be at least partly depressible and the same must be depressed for activating the wheel control-ler. Releasing the same correspondingly leads to a deactivation of the wheel con-troller.
In addition, it is conceivable that the spring means of the resetting means is and/or comprises a leg spring installed pretensioned.
Furthermore, it is conceivable that the spring means of the resetting means are ar-ranged concentrically with respect to the steering axle of the steering wheel or hand wheel of the wheel controller.
In addition, it is possible that a damping means is provided, by means of which the resetting movement can be attenuated, in particular can be attenuated such that a roll-over over the zero point can be prevented and/or a controlled return into the centered zero position can be effected. With the damping means the wheel control-ler thus has a further safety means, so that the operational safety of the wheel con-troller can further be increased. The damping means for example can be a rotation-al damper. A possible roll-over over the zero point thus can advantageously be pre-vented, so that even when releasing the steering wheel or hand wheel of the wheel controller, a controlled and slow movement into the centered zero position is ef-
-5-fected, namely both by the steering or hand wheel and by the actuated wheel, in particular nose wheel.
It is furthermore possible that an endless spring means is provided, wherein by means of the endless spring means a haptic feedback can be generated. The end-less spring means can be an endless spring. Preferably, a haptic feedback can be generated to the effect that the haptic feedback makes a pressure point noticeable in connection with the actuation of the switch means for activating the wheel con-troller. For example, it can be provided that the endless spring means is arranged in the lower region, in particular in the lower third of the actuating means.
In addition it can be provided that the sensor means can be driven or is driven by means of at least one gearwheel mounted and pretensioned on the sensor means, wherein the gearwheel preferably meshes with a toothing on the main shaft of the wheel controller. Advantageously, a minimization of the gearwheel backlash be-tween the gearwheels of the sensor and the main shaft, i.e. for example between the steering and hand wheel shaft, can be accomplished.
Furthermore, it can be provided that the compression spring means are arranged concentrically with respect to the steering axle of the steering wheel or hand wheel of the wheel controller. For example, it can be provided that the steering shaft of the steering or hand wheel is a hollow shaft in which the compression spring means are inserted and guided.
Furthermore, it is conceivable that the actuating means resettable by means of the compression spring means is a pressure tappet by means of which the switches can be actuated, and wherein the pressure tappet is movable by a press-in move-ment of the steering wheel or hand wheel or a part of the steering wheel or hand wheel of the wheel controller.
It is furthermore possible that an endless spring means is provided, wherein by means of the endless spring means a haptic feedback can be generated. The end-less spring means can be an endless spring. Preferably, a haptic feedback can be generated to the effect that the haptic feedback makes a pressure point noticeable in connection with the actuation of the switch means for activating the wheel con-troller. For example, it can be provided that the endless spring means is arranged in the lower region, in particular in the lower third of the actuating means.
In addition it can be provided that the sensor means can be driven or is driven by means of at least one gearwheel mounted and pretensioned on the sensor means, wherein the gearwheel preferably meshes with a toothing on the main shaft of the wheel controller. Advantageously, a minimization of the gearwheel backlash be-tween the gearwheels of the sensor and the main shaft, i.e. for example between the steering and hand wheel shaft, can be accomplished.
Furthermore, it can be provided that the compression spring means are arranged concentrically with respect to the steering axle of the steering wheel or hand wheel of the wheel controller. For example, it can be provided that the steering shaft of the steering or hand wheel is a hollow shaft in which the compression spring means are inserted and guided.
Furthermore, it is conceivable that the actuating means resettable by means of the compression spring means is a pressure tappet by means of which the switches can be actuated, and wherein the pressure tappet is movable by a press-in move-ment of the steering wheel or hand wheel or a part of the steering wheel or hand wheel of the wheel controller.
-6-In addition, the present invention relates to an aircraft with the features of claim 10.
Accordingly, it is provided that an aircraft, in particular airplane, includes at least one wheel controller according to any of claims 1 to 9.
Further details and advantages of the invention will now be explained in detail with reference to an exemplary embodiment illustrated in the drawing, in which:
Figure 1: shows a side view of the nose wheel controller;
Figure 2: shows a detailed representation of the section B-B as shown in Figure 1 through the nose wheel controller; and Figure 3: shows another detailed representation of the section B-B as shown in Figure 1 through the nose wheel controller.
Figure 1 shows a side view of a nose wheel controller 10 for an aircraft, here for an airplane, as an exemplary embodiment of the wheel controller 10 according to the invention. The nose wheel controller 10 can be activated by depressing the activa-tion surface 22 of the hand wheel 20, wherein the activation surface 22 (cf.
Figure-2) is formed by the head of the pressure tappet 50.
The nose wheel controller 10 has a modular design and is encapsulated in a hous-ing 14 for the purpose of a safe and fast replaceability, which housing is visibly sealed off to the outside by a cover plate 12 from which the hand wheel 20 pro-trudes and is rotatable relative to the same.
The housing 14 shown transparent allows a view to the resetting means 30, which comprises two leg springs 32. The leg springs 32, which are installed pretensioned, independently ensure a reset of the hand wheel 20 into the centered zero position after releasing the hand wheel. To prevent a possible roll-over over the zero point,
Accordingly, it is provided that an aircraft, in particular airplane, includes at least one wheel controller according to any of claims 1 to 9.
Further details and advantages of the invention will now be explained in detail with reference to an exemplary embodiment illustrated in the drawing, in which:
Figure 1: shows a side view of the nose wheel controller;
Figure 2: shows a detailed representation of the section B-B as shown in Figure 1 through the nose wheel controller; and Figure 3: shows another detailed representation of the section B-B as shown in Figure 1 through the nose wheel controller.
Figure 1 shows a side view of a nose wheel controller 10 for an aircraft, here for an airplane, as an exemplary embodiment of the wheel controller 10 according to the invention. The nose wheel controller 10 can be activated by depressing the activa-tion surface 22 of the hand wheel 20, wherein the activation surface 22 (cf.
Figure-2) is formed by the head of the pressure tappet 50.
The nose wheel controller 10 has a modular design and is encapsulated in a hous-ing 14 for the purpose of a safe and fast replaceability, which housing is visibly sealed off to the outside by a cover plate 12 from which the hand wheel 20 pro-trudes and is rotatable relative to the same.
The housing 14 shown transparent allows a view to the resetting means 30, which comprises two leg springs 32. The leg springs 32, which are installed pretensioned, independently ensure a reset of the hand wheel 20 into the centered zero position after releasing the hand wheel. To prevent a possible roll-over over the zero point,
-7-the nose wheel controller 10 is provided with at least one rotational damper 90, which on releasing the hand wheel 20 controls the hand wheel 20 and also the nose wheel and slowly moves the same into the centered zero position. For this purpose, the rotational damper 90 in particular includes a coupling wheel which is directly or indirectly connected with the axle of the hand wheel 20.
In principle,. a rotational damper 90 already is sufficient to prevent a possible roll-over over the zero point. This also serves to increase the operational safety of the nose wheel controller 10, wherein it is possible in addition to design the rotational damper 90 redundant.
Figure 2 shows the section B-B as the same is indicated in Figure 2, and here a segment concerning the arrangement of the springs. The hand wheel 20 is con-nected with a hollow shaft 24 in which the pressure tappet 50 is guided. On the side of its head, the pressure tappet 50 forms the activation surface 22 for the nose wheel controller 10, which is indicated by means of reference numerals.
Further-more, two compression springs 60 and 62 are guided in the hollow shaft 24 and arranged concentrically with respect to the axis of rotation of the steering wheel 20.
The longitudinal axis of the pressure tappet 50 also extends concentrically with re-spect to the axis of rotation of the steering wheel 20. At the lower end of the pres-sure tappet 50, which is depressible, but is non-rotatably guided in the hollow shaft 24, the two microswitches 70 are arranged, as is shown in Figure 3. By means of the pressure tappet 50 two miniature switches 70 or microswitches 70 are actuated.
For actuating the pressure tappet 50 and hence for actuating the two miniature switches 70 the two compression springs 60 and 62 must be compressed, wherein the pretension of one of the two compression springs 60, 62 already is sufficient to move the pressure tappet 50 back into its starting position. This starting position is synonymous with a non-actuation of the two miniature switches 70 and hence with a deactivation of the nose wheel controller 10. Only by depressing the activation surface 22 and hence by actuating the pressure tappet 50 are the two miniature switches 70 triggered by means of the tappets 72 of the miniature switches 70 and
In principle,. a rotational damper 90 already is sufficient to prevent a possible roll-over over the zero point. This also serves to increase the operational safety of the nose wheel controller 10, wherein it is possible in addition to design the rotational damper 90 redundant.
Figure 2 shows the section B-B as the same is indicated in Figure 2, and here a segment concerning the arrangement of the springs. The hand wheel 20 is con-nected with a hollow shaft 24 in which the pressure tappet 50 is guided. On the side of its head, the pressure tappet 50 forms the activation surface 22 for the nose wheel controller 10, which is indicated by means of reference numerals.
Further-more, two compression springs 60 and 62 are guided in the hollow shaft 24 and arranged concentrically with respect to the axis of rotation of the steering wheel 20.
The longitudinal axis of the pressure tappet 50 also extends concentrically with re-spect to the axis of rotation of the steering wheel 20. At the lower end of the pres-sure tappet 50, which is depressible, but is non-rotatably guided in the hollow shaft 24, the two microswitches 70 are arranged, as is shown in Figure 3. By means of the pressure tappet 50 two miniature switches 70 or microswitches 70 are actuated.
For actuating the pressure tappet 50 and hence for actuating the two miniature switches 70 the two compression springs 60 and 62 must be compressed, wherein the pretension of one of the two compression springs 60, 62 already is sufficient to move the pressure tappet 50 back into its starting position. This starting position is synonymous with a non-actuation of the two miniature switches 70 and hence with a deactivation of the nose wheel controller 10. Only by depressing the activation surface 22 and hence by actuating the pressure tappet 50 are the two miniature switches 70 triggered by means of the tappets 72 of the miniature switches 70 and
-8-is the nose wheel controller 10 activated thereby. In principle, it is already sufficient when only one of the two miniature switches 70 is activated. A failure of one of the two miniature switches 70 thus remains without consequences. Even a breakage of one of the two compression springs 60, 62 remains without consequences, since the spring force of one of the two compression springs 60, 62 already is sufficient to reset the pressure tappet 50 into its starting position.
A haptic feedback for the pilot advantageously is generated by means of an endless spring 80 arranged in the lower third of the pressure tappet 50, which makes a pressure point noticeable in connection with the actuation of the miniature switches 70 for activating the wheel controller 10.
Beside the receptacle of the pressure tappet 50 the two sensors 40 are arranged, by means of which the steering movements are detected. A deflection of the hand wheel 20 by the pilot, i.e. a steering movement, is detected by the two sensors 40 which then generate corresponding electrical signals.
By means of gearwheels 42 each mounted and pretensioned on the sensor 40 a corresponding steering movement can be detected. The signals generated thereby in turn are evaluated by an electronic system and then effect a corresponding def-lection of the nose landing gear. Here as well, the failure of one of the two sensors 40 advantageously does not lead to the failure of the nose wheel controller 10, since the sensors 40 are designed redundant and the signal obtained by means of one of the two sensors 40 is sufficient to effect a deflection of the nose landing gear corresponding to the steering movement specified by means of the hand wheel 20.
A haptic feedback for the pilot advantageously is generated by means of an endless spring 80 arranged in the lower third of the pressure tappet 50, which makes a pressure point noticeable in connection with the actuation of the miniature switches 70 for activating the wheel controller 10.
Beside the receptacle of the pressure tappet 50 the two sensors 40 are arranged, by means of which the steering movements are detected. A deflection of the hand wheel 20 by the pilot, i.e. a steering movement, is detected by the two sensors 40 which then generate corresponding electrical signals.
By means of gearwheels 42 each mounted and pretensioned on the sensor 40 a corresponding steering movement can be detected. The signals generated thereby in turn are evaluated by an electronic system and then effect a corresponding def-lection of the nose landing gear. Here as well, the failure of one of the two sensors 40 advantageously does not lead to the failure of the nose wheel controller 10, since the sensors 40 are designed redundant and the signal obtained by means of one of the two sensors 40 is sufficient to effect a deflection of the nose landing gear corresponding to the steering movement specified by means of the hand wheel 20.
Claims (10)
1. A wheel controller (10) for an aircraft, in particular airplane, by means of which at least one wheel, in particular nose wheel, can be controlled, and wherein the wheel controller preferably is a nose wheel controller or a tiller, with at least one resetting means (30) by means of which the wheel controller can be reset into the centered zero position, wherein the resetting means (30) in-cludes at least two spring means (32) by means of which a reset of the wheel controller into the centered zero position each can be effected independent of each other, and/or with at least two sensor means (40) by means of which electronic signals each can be generated independent of each other for def-lecting the wheel in dependence on the steering movement, and/or with at least two switch means (70) by means of which the wheel controller each can be activated independent of each other, and/or with at least two compression spring means (60, 62) by means of which an actuating means (50) each can be reset independent of each other, wherein the switch means (70) can be ac-tuated by means of the actuating means (50).
2. The wheel controller (10) according to claim 1, characterized in that the wheel controller (10) includes at least one steering wheel (20) or hand wheel (20), wherein by means of a press-in movement of the steering wheel (20) or hand wheel (20) or a part of the steering wheel (20) or hand wheel (20) the wheel controller (10) can be activated and/or deactivated.
3. The wheel controller (10) according to claim 1 or 2, characterized in that the spring means (32) of the resetting means (30) is and/or comprises a leg spring installed pretensioned.
4. The wheel controller (10) according to any of the preceding claims, characte-rized in that the spring means (32) of the resetting means (30) are arranged concentrically with respect to the steering axle of the steering wheel (20) or hand wheel (20) of the wheel controller (10).
5. The wheel controller (10) according to any of the preceding claims, characte-rized in that at least one damping means (90) is provided, by means of which the resetting movement can be attenuated, in particular such that a roll-over over the zero point can be prevented and/or a controlled return into the cen-tered zero position can be effected.
6. The wheel controller (10) according to any of the preceding claims, characte-rized in that an endless spring means (80), in particular an endless spring, is provided, wherein by means of the endless spring means (80) a haptic feed-back can be generated, preferably to the effect that the haptic feedback makes a pressure point noticeable in connection with the actuation of the switch means (70) for activating the wheel controller (10).
7. The wheel controller (10) according to any of the preceding claims, characte-rized in that the sensor means (40) can be driven or is driven by means of at least one gearwheel (42) mounted and pretensioned on the sensor means, wherein the gearwheel (42) preferably meshes with a toothing on the main shaft of the wheel controller (10).
8. The wheel controller (10) according to any of the preceding claims, characte-rized in that the compression spring means (60, 62) are arranged concentri-cally with respect to the steering axle of the steering wheel (20) or hand wheel (20) of the wheel controller (10)
9. The wheel controller (10) according to any of the preceding claims, characte-rized in that the actuating means (50) to be reset by means of the compres-sion spring means (60, 62) is a pressure tappet (50) by means of which the switch means (70) can be actuated, and wherein the pressure tappet (50) is movable by a press-in movement of the steering wheel (20) or hand wheel (20) or a part of the steering wheel (20) or hand wheel (20) of the wheel con-troller (10)
10. An aircraft, in particular airplane, with at least one wheel controller (10) ac-cording to any of the preceding claims
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102010035607A DE102010035607A1 (en) | 2010-08-27 | 2010-08-27 | Wheel control for an aircraft |
| DE102010035607.7 | 2010-08-27 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2749484A1 true CA2749484A1 (en) | 2012-02-27 |
| CA2749484C CA2749484C (en) | 2018-03-27 |
Family
ID=44532541
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2749484A Active CA2749484C (en) | 2010-08-27 | 2011-08-18 | Wheel controller for an aircraft |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP2423105B1 (en) |
| CN (1) | CN102381470B (en) |
| BR (1) | BRPI1104033B1 (en) |
| CA (1) | CA2749484C (en) |
| DE (1) | DE102010035607A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105938369B (en) * | 2013-06-25 | 2018-11-02 | 深圳市大疆创新科技有限公司 | Flight control and control method |
| US9650155B2 (en) | 2013-06-25 | 2017-05-16 | SZ DJI Technology Co., Ltd | Aircraft control apparatus, control system and control method |
| DE102013010671A1 (en) * | 2013-06-26 | 2014-12-31 | Liebherr-Aerospace Lindenberg Gmbh | sensor device |
| US10301009B2 (en) | 2016-08-26 | 2019-05-28 | Kitty Hawk Corporation | Aircraft hand controller with decoupled throttle |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3807666A (en) * | 1973-06-11 | 1974-04-30 | Sperry Rand Corp | Control wheel steering system for aircraft automatic pilots |
| US4012014A (en) * | 1975-09-11 | 1977-03-15 | Mcdonnell Douglas Corporation | Aircraft flight controller |
| US6641085B1 (en) * | 2002-10-04 | 2003-11-04 | Triumph Brands, Inc. | Self-centering steering module |
| DE10320057A1 (en) * | 2003-05-06 | 2004-12-02 | Schödlbauer, Dieter, Dipl.-Phys. Dr. | Redundant electronic angle measurement system with array of Hall-effect elements has eight elements in circle around edge of magnetic flux concentrating disk |
| DE102005008556A1 (en) * | 2005-02-23 | 2006-08-24 | Universität Stuttgart Institut für Luftfahrtsysteme | Aircraft controlling device, has decision unit provided to decide execution of security-critical control function on microcomputers and/or control units due to comparison of output data of microcomputers |
| US7513456B2 (en) * | 2005-05-13 | 2009-04-07 | The Boeing Company | Apparatus and method for reduced backlash steering tiller |
| DE202005015434U1 (en) * | 2005-09-30 | 2007-02-08 | Liebherr-Aerospace Lindenberg Gmbh | Controller with control stick for aircraft has 2 control shafts rotatably mounted in fixed position on common frame, joint with free-running device per control shaft for tilting control stick in plane parallel to respective control shaft |
| FR2903658B1 (en) | 2006-07-12 | 2008-09-26 | Airbus France Sas | FLY CONTROL AND FLY CONTROL SYSTEM FOR AIRCRAFT. |
| JP5309138B2 (en) * | 2007-08-08 | 2013-10-09 | ムーグ インコーポレーテッド | Control stick suitable for use in fly-by-wire flight control system and connecting mechanism used therefor |
| DE102008038808A1 (en) * | 2008-08-13 | 2010-02-25 | Zf Friedrichshafen Ag | Fußpedalmodul |
-
2010
- 2010-08-27 DE DE102010035607A patent/DE102010035607A1/en not_active Ceased
-
2011
- 2011-08-17 EP EP11006736.0A patent/EP2423105B1/en active Active
- 2011-08-18 CA CA2749484A patent/CA2749484C/en active Active
- 2011-08-29 BR BRPI1104033-5A patent/BRPI1104033B1/en active IP Right Grant
- 2011-08-29 CN CN201110261824.0A patent/CN102381470B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| EP2423105B1 (en) | 2019-03-27 |
| CN102381470B (en) | 2016-08-10 |
| BRPI1104033A2 (en) | 2015-03-31 |
| BRPI1104033B1 (en) | 2020-08-25 |
| DE102010035607A1 (en) | 2012-03-01 |
| CA2749484C (en) | 2018-03-27 |
| CN102381470A (en) | 2012-03-21 |
| EP2423105A3 (en) | 2017-06-21 |
| EP2423105A2 (en) | 2012-02-29 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20160428 |