EP1588942B1 - Schubhebel zur Steuerung des Betriebs von mindestens einem Triebwerk eines Flugzeugs - Google Patents

Schubhebel zur Steuerung des Betriebs von mindestens einem Triebwerk eines Flugzeugs Download PDF

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Publication number
EP1588942B1
EP1588942B1 EP05290676A EP05290676A EP1588942B1 EP 1588942 B1 EP1588942 B1 EP 1588942B1 EP 05290676 A EP05290676 A EP 05290676A EP 05290676 A EP05290676 A EP 05290676A EP 1588942 B1 EP1588942 B1 EP 1588942B1
Authority
EP
European Patent Office
Prior art keywords
speed
guide track
control
lever
track
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP05290676A
Other languages
English (en)
French (fr)
Other versions
EP1588942A1 (de
Inventor
Dany Marjanski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations SAS
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Airbus Operations SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations SAS filed Critical Airbus Operations SAS
Publication of EP1588942A1 publication Critical patent/EP1588942A1/de
Application granted granted Critical
Publication of EP1588942B1 publication Critical patent/EP1588942B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/04—Controlling members for hand actuation by pivoting movement, e.g. levers
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/02—Means preventing undesired movements of a controlling member which can be moved in two or more separate steps or ways, e.g. restricting to a stepwise movement or to a particular sequence of movements
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20396—Hand operated

Definitions

  • the present invention relates to a throttle lever for controlling the speed of at least one engine of an aircraft.
  • the present invention applies more particularly to a throttle lever for controlling a turboprop, that is to say an engine comprising a gas turbine driving one or more propellers through a gearbox .
  • the presence of said notches allows controlled management of certain engine speeds, such as the takeoff / go-around regime, for example.
  • Such a throttle is however not well adapted to certain types of flight or flight phases, including military flight phases such as refueling in flight for example, for which the control of the regime requires a very high sensitivity.
  • the engine's advancement regime must be able to be modified very flexibly, without interruption, and be adapted progressively.
  • Such sensitivity can not be obtained with the throttle of the aforementioned type, due to the presence of said notches which prevent uninterrupted movement of the control lever.
  • EP-A-0 431 655 shows a throttle lever according to the preamble of claim 1.
  • the present invention relates to a gas lever to overcome these disadvantages.
  • the forward speed of the motor can be controlled continuously, which provides a very sensitive gas handle and thus to overcome the aforementioned drawbacks.
  • said auxiliary guide track has a range of travel which is longer than the range of movement of said second guide track. This makes it possible to obtain a very wide control range of the speed.
  • the notches of said second guide track are no longer troublesome for the sensitivity of the throttle lever (obtained through said auxiliary guide track), one can add many notches in said second track guidance, which facilitates the management of a large number of particular schemes.
  • FIG. 1 shows schematically a throttle according to the invention.
  • FIGS 2 to 12 show different speed control positions for the throttle lever of Figure 1.
  • the throttle lever 1 according to the invention and diagrammatically shown in FIGS. 1 to 12 is intended to control the speed of at least one engine of an aircraft, in particular of a military transport aircraft.
  • said throttle lever 1 applies more particularly to the control of a turboprop, that is to say an engine comprising a gas turbine driving one or more propellers via a reducer.
  • said throttle lever 1 further comprises a concentric auxiliary guide track 8, allowing the control lever 2 to be moved continuously, from said predetermined position PO forward (arrow A), for continuously controlling the engine speed.
  • This auxiliary guide track 8 therefore has no obstacles (notches, ...) which disturb the movement of the control lever 2.
  • the forward speed of the motor can be controlled continuously, which allows to obtain a very sensitive gas lever 1, with a very flexible handling, for the forward speed .
  • said auxiliary guide track 8 has a range of travel which is longer than the range of movement of said guide track 6.
  • the throttle 1 thus has a very large range of continuous control the advancement scheme.
  • said gas lever 1 further comprises at least one connecting track 9, 10 which enables the guiding means 3 to pass from the guide track 6 to the auxiliary guide track 8, and vice versa.
  • the pin 4 of said guide means 3 is capable of moving in cooperating longitudinal recesses, of suitable size, respectively forming said guide tracks 5, 6 and 8 and said connecting tracks. 9 and 10.
  • the gas lever 1 comprises two connecting tracks 9 and 10, which doubles the possibility of connection.
  • the notches 7 of said guide track 6 are no longer troublesome for the sensitivity of the throttle lever 1 (obtained thanks to said auxiliary guide track 8), it is possible to add many notches 7 in said track 6, which facilitates the management of a large number of particular schemes.
  • the throttle lever 1 is in positions for controlling the idling speed in flight.
  • the guide means 3 is in front of a connecting track 11 connected to the guide tracks 6 and 8, while in the position of Figure 3, it is in front of the track 5.
  • said control lever 2 comprises a spindle recess 12 which receives said fixed pivot 2A.
  • control lever 2 can be moved continuously backwards (arrow B), as shown in Figure 4, to continuously control the reverse thrust regime.
  • the throttle lever 1 is in positions for controlling the idle speed on the ground (angular position P1 of the control lever 2).
  • the guide means 3 is in front of the connecting track 11, while in the position of Figure 6, it is in front of the guide track 6.
  • the control lever 2 To move from the position from FIG. 5 to that of FIG. 6, the control lever 2 must be pushed down along the connecting track 9, as illustrated by an arrow D.
  • FIG. 7 corresponds to FIG. 6, and FIGS. the control of particular speeds defined by particular notches 7 of the guide track 6.
  • control lever 2 is at the position P2 (corresponding to a notch 7 on the guide track 6 for the pin 4) for controlling the cruising speed. From this position, the control lever 2 can be moved into the position of FIG. 11 by pulling on the latter, as illustrated by an arrow E so that the pin 4 moves along the connecting track 10 to join the auxiliary guide track 8. From this latter position, the control lever 2 can be moved continuously forwardly to continuously control the forward speed, as shown in FIG. 12.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Mechanical Control Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (7)

  1. Schubhebel zur Steuerung des Betriebs von mindestens einem Triebwerk eines Flugzeugs, wobei der Schubhebel (1) Folgendes aufweist:
    - einen Steuerknüppel (2), der durch manuelle Betätigung eines Piloten des Flugzeugs nach zwei Seiten einer vorherbestimmten Position (P0) nach vorne beziehungsweise nach hinten kippbar ist, und der ein Führungsmittel (3) aufweist, das einstückig mit dem Steuerknüppel (2) ausgebildet ist und geeignet ist, mit wenigstens einer ersten und zweiten Führungsspur (5, 6) zu kooperieren, die die Bewegungen des Führungsmittels (3) und somit des Steuerknüppels (2) begrenzen;
    - die erste Führungsspur (5), die es dem Steuerknüppel (2) erlaubt, aus der vorherbestimmten Position (P0) heraus nach hinten bewegt zu werden, um den Betrieb mit Schubumkehr zu steuern; und
    - die zweite Führungsspur (6) für die Vorwärtsbewegung des Steuerknüppels, die eine Vielzahl von Rasten (7) aufweist, die geeignet sind, das Führungsmittel (3) aufzunehmen, so dass sie dem Steuerknüppel (2) erlauben, eine von einer Vielzahl von unterschiedlichen Positionen einzunehmen, wobei jede dieser Positionen einen bestimmten Betrieb des Triebwerks für Vortrieb steuert,
    dadurch gekennzeichnet, dass die erste Führungsspur (5) eine stufenlose Bewegung des Steuerknüppels (2) erlaubt, um den Betrieb mit Schubumkehr stufenlos zu steuern, und dass er ferner eine zusätzliche Führungsspur (8) aufweist, die dem Steuerknüppel (2) erlaubt, aus der vorherbestimmten Position (P0) heraus stufenlos nach vorne bewegt zu werden, um den Betrieb des Triebwerks für Vortrieb stufenlos zu steuern.
  2. Schubhebel nach Anspruch 1,
    dadurch gekennzeichnet, dass die zusätzliche Führungsspur (8) einen Ausschlagbereich aufweist, der größer ist als der Ausschlagbereich der zweiten Führungsspur (6).
  3. Schubhebel nach einem der Ansprüche 1 und 2,
    dadurch gekennzeichnet, dass die zweite Führungsspur (6) eine Vielzahl von Rasten (7) aufweist, die es erlauben, wenigstens einige der folgenden Betriebsweisen zu steuern:
    - Betrieb für Starten / Durchstarten
    - Betrieb für Leerlauf im Flug
    - Betrieb für Leerlauf am Boden
    - Betrieb für schnellen Reiseflug
    - Betrieb für Reiseflug
    - Betrieb für Steigflug und
    - Betrieb, der dem Ausfall eines Triebwerks entspricht.
  4. Schubhebel nach einem der vorhergehenden Ansprüche,
    dadurch gekennzeichnet, dass er ferner eine erste Verbindungsspur (9) zwischen der zweiten Führungsspur (6) und der zusätzlichen Führungsspur (8) aufweist, und dass sich diese erste Verbindungsspur (9) in Höhe einer Raste (7) der zweiten Führungsspur (6) befindet, die es erlaubt, den Betrieb für Leerlauf im Flug zu steuern.
  5. Schubhebel nach einem der vorhergehenden Ansprüche,
    dadurch gekennzeichnet, dass er ferner eine zweite Verbindungsspur (10) zwischen der zweiten Führungsspur (6) und der zusätzlichen Führungsspur (8) aufweist, und dass sich diese zweite Verbindungsspur (10) in Höhe einer Raste (7) der zweiten Führungsspur (6) befindet, die es erlaubt, den Betrieb für Reiseflug zu steuern.
  6. Schubhebel nach einem der vorhergehenden Ansprüche,
    dadurch gekennzeichnet, dass das Führungsmittel (3) einen Stift (4) aufweist, der in den kooperierenden länglichen Aussparungen, die die jeweiligen Führungsspuren (5, 6, 8) bilden, verschiebbar ist.
  7. Flugzeug,
    dadurch gekennzeichnet, dass es einen Schubhebel (1) der Art aufweist, wie er unter einem der Ansprüche 1 bis 6 beschrieben wird.
EP05290676A 2004-04-21 2005-03-29 Schubhebel zur Steuerung des Betriebs von mindestens einem Triebwerk eines Flugzeugs Not-in-force EP1588942B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0404206A FR2869291B1 (fr) 2004-04-21 2004-04-21 Manette de gaz pour commander le regime d'au moins un moteur d'un aeronef
FR0404206 2004-04-21

Publications (2)

Publication Number Publication Date
EP1588942A1 EP1588942A1 (de) 2005-10-26
EP1588942B1 true EP1588942B1 (de) 2006-08-09

Family

ID=34942040

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05290676A Not-in-force EP1588942B1 (de) 2004-04-21 2005-03-29 Schubhebel zur Steuerung des Betriebs von mindestens einem Triebwerk eines Flugzeugs

Country Status (7)

Country Link
US (1) US7143984B2 (de)
EP (1) EP1588942B1 (de)
AT (1) ATE335658T1 (de)
CA (1) CA2502501C (de)
DE (1) DE602005000065T2 (de)
ES (1) ES2268678T3 (de)
FR (1) FR2869291B1 (de)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7793890B2 (en) * 2007-01-31 2010-09-14 Patrick L. Scherer Control system for an aircraft
GB2453973B (en) * 2007-10-24 2013-01-16 English Welsh & Scottish Railway Holdings Ltd A locomotive power throttle with limiter
US8235330B2 (en) * 2008-03-12 2012-08-07 Usercentrix, Llc Rotational aircraft throttle interface
US9043050B2 (en) * 2008-08-13 2015-05-26 The Boeing Company Programmable reverse thrust detent system and method
FR2946016B1 (fr) * 2009-05-29 2012-09-28 Airbus France Systeme pour la commande d'au moins un moteur d'aeronef et aeronef comportant un tel systeme de commande.
FR2946017B1 (fr) * 2009-05-29 2012-09-28 Airbus France Systeme pour la commande d'au moins un moteur d'aeronef et aeronef comportant un tel systeme de commande.
FR2950861B1 (fr) * 2009-10-06 2011-10-28 Sagem Defense Securite Dispositif de commande des gaz d'un aeronef, incorporant une liaison par galet cranteur
FR2950862B1 (fr) * 2009-10-06 2012-12-21 Sagem Defense Securite Dispositif de commande des gaz d'un aeronef, incorporant une liaison par cames
CN105035331B (zh) * 2015-08-18 2017-04-26 江西洪都航空工业集团有限责任公司 一种软式教练机发动机操纵系统离合装置
CN111846250B (zh) * 2020-07-23 2022-02-22 中国商用飞机有限责任公司 用于控制飞机的航速和姿态模式的方法及系统
CN112623234B (zh) * 2020-12-29 2022-10-28 中国航空工业集团公司西安飞机设计研究所 一种涡桨飞机双杆形式油门台的机械互锁保护装置

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US2417691A (en) * 1943-06-03 1947-03-18 United Aircraft Corp Aircraft flight control
US2789418A (en) * 1950-09-20 1957-04-23 Bendix Aviat Corp Single lever controlled starting and power control device for an aircraft engine
US2865171A (en) * 1954-08-25 1958-12-23 Gen Motors Corp Engine governor setting mechanism
US2901919A (en) * 1954-09-07 1959-09-01 Republic Aviat Corp Engine throttle
US2945347A (en) * 1955-12-13 1960-07-19 Rolls Royce Fuel control
US2999355A (en) * 1957-12-03 1961-09-12 Martin Co Control apparatus for aircraft having thrust reversing means
US2967436A (en) * 1959-03-04 1961-01-10 Eric J Steinlein Throttle and clutch control head
DE3279482D1 (en) * 1982-09-30 1989-04-06 Boeing Co Modular multi-engine thrust control assembly
US4651954A (en) * 1984-11-19 1987-03-24 Lockheed Corporation Autothrottle system
US5029778A (en) * 1989-09-11 1991-07-09 The Boeing Company Throttle control system having real-time-computed thrust vs throttle position function

Also Published As

Publication number Publication date
FR2869291A1 (fr) 2005-10-28
EP1588942A1 (de) 2005-10-26
CA2502501C (fr) 2012-01-03
DE602005000065T2 (de) 2007-01-11
CA2502501A1 (fr) 2005-10-21
FR2869291B1 (fr) 2006-06-30
US7143984B2 (en) 2006-12-05
ES2268678T3 (es) 2007-03-16
DE602005000065D1 (de) 2006-09-21
ATE335658T1 (de) 2006-09-15
US20050236525A1 (en) 2005-10-27

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