FR2825975A1 - Joystick control for aircraft has swiveling mounting allowing fore-and-aft motion and side-to-side motion for control in pitch and roll axes - Google Patents

Abstract

The joystick (12) has a handle (16) at the top end, offset from the axis (14), and the bottom end has a swivel mounting in a fixed casing (10). The joystick fits into a bearing block (22) in a first U-shaped support (24). A first set of trunnions (28) connect it to a square second support (30) which swivels on second trunnions (34) at (90) degrees to the first trunnions. A cardan joint (20) connects the joystick to a shaft (18) connected to the ailerons.

Description

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AIRCRAFT PILOTAGE CONTROL SYSTEM
The invention relates to piloting control devices for aircraft, and in particular light aircraft.

 The piloting of airplanes is traditionally done using a joystick operated manually and spreaders operated by the feet. The joystick provides simultaneous control of the elevators to change the pitch angle and raise or lower the aircraft, as well as differential control of the rudders to change the roll angle and rotate the plane ; the rudder pedals, right and left, generally command a rudder to modify a yaw angle, either to turn the plane flat or to compensate for the drift of the plane in the presence of side wind.

 The joystick is operated both by pulling and pushing, for pitch control, and by right or left tilting for roll control.

 The piloting uses in a balanced way actions exerted by the hand on the joystick and by the feet on the rudder pedals. The joystick is either in the form of a single handle at the end of a longitudinal shaft, this handle being actuated by one hand, rotating around the shaft, or in the form of a double handle or a steering wheel held with two hands but exerting on the shaft generally the same movements as the simple handle.

 For very light aircraft, piloting using the joystick and spreaders is done through a direct mechanical transmission between the joystick or spreaders on the one hand and the ailerons or control surfaces the plane on the other hand: cables or rods are used to carry out this transmission.

 The invention aims to simplify the implementation of the piloting control system of the aircraft.

 Another object of the invention is to simplify the handling by the pilot of the commands which are at his disposal.

 Another aim is to carry out commands which are very simple to set up on the aircraft and which do not require adjustment.

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 the position of the pilot according to his size; typically, in small planes, the pilot's seat must be advanced or moved back according to the pilot's size to give him a comfortable position on the pedals of the rudder pedals; this change in position tends to change the overall balance of the aircraft.

 Yet another object is to provide a force transmission system such that people with a motor handicap, in particular paraplegics, can use them for piloting the aircraft.

 To this end, the invention provides a piloting control comprising a fixed housing in which an output shaft is rotatably mounted and in which penetrates an elongated control arm along a longitudinal axis; the arm is provided with a handle deviating from this axis and is connected to the output shaft by a cardan joint having a center of rotation situated at a fixed position relative to the housing, to transmit a rotational movement to the output shaft when the handle is actuated in a rotational movement about the longitudinal axis of the control arm regardless of the orientation of the axis of the arm relative to the output shaft; the control arm is also rotatably mounted in a bearing formed in a first support, the first support being rotatably mounted on a second support itself rotatably mounted on the fixed housing, the axes of rotation of the first support and the second support being perpendicular to each other and intersecting at the center of rotation of the universal joint.

 The control arm being hooked to the end of the output shaft by the universal joint, it can move freely in rotation around the center of this joint, i.e. around the intersection between the axis of rotation of the first support and the axis of rotation of the second support. In its movement, the arm therefore rotates the first support and the second support each around its respective axis. The movement of the first support can be used to activate a movement control of the aircraft around an axis; the movement of the second support can be used to activate a movement control of the aircraft around another axis; and the rotation movement of the handle around the arm rotates the output shaft, this rotation of the shaft being able to actuate a movement control of the aircraft around a third axis.

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Preferably, the rotational movement of the arm around the axis of one of the supports determines the pitch movement for the ascent or descent of the aircraft; the rotational movement of the arm around the axis of the other support determines the yaw movement for flat turns or lateral wind compensation; and the rotation of the handle around the axis of the arm determines the roll movement of the aircraft for inclined turns
Piloting can therefore be carried out only with the control handle located at the end of the control arm. The control arm is preferably located laterally to the right of the pilot, for example between the pilot's seat and the seat of a possible co-pilot, so that it can be actuated either by the pilot or by the co-pilot.

 The invention applies not only to airplanes but also to simulators intended for the training of piloting. In fact, it is desirable that a simulator intended for the piloting of an airplane having a type of organ. particular control is provided with the same controls as the aircraft it simulates.

 The invention is applicable to light aircraft, or even non-motorized gliders, but also to large aircraft.

 The absence of control pedals by the feet facilitates the use by people with a motor handicap of the lower limbs.

 Finally, note that the steering is done with easy and natural movements of the hand and arm: movement of the hand around the forearm (movement of supination / pronation) and movement of the forearm around the elbow . It is not necessary to perform a movement (more awkward and providing less force) of rotation of the hand around the wrist as it would be necessary to do if the handle turned on itself like a screwdriver handle or a motorcycle handlebar grip.

 Other characteristics and advantages of the invention will appear on reading the detailed description which follows and which is given with reference to the accompanying drawings in which: - Figure 1 shows a general view of a practical example of the control single pilot according to the invention;

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-! FIG. 2 represents a view (housing removed) of the rods for transmitting movements of the control arm; - Figure 3 shows the rear of the control system housing; - Figure 4 shows a view of the universal joint inside the housing.

1
In Figure 1, there is a general view of the piloting control according to the invention. The connections with the controlled elements (elevators, roll fins, yaw fins) are not shown so as not to overload the drawing. These connections can be made by rigid rods or metal cables, as will be explained below.

 The piloting control comprises a holding box 10 fixed on the aircraft. This box, generally rectangular in shape, is open towards the front to allow free passage to a manual control arm 12 actuated by the pilot; the box is also partially opened towards the rear to allow free passage to the links by rods or cables to the control surfaces of the aircraft. Inside the housing are arranged various articulations and rotational bearings.

 The control arm 12 is constituted for example by a straight tubular rod having a longitudinal axis designated by the reference 14. At the end of this rod, opposite the housing 10, is disposed a handle 16 which moves away from the axis 14. A rotation movement of this handle around the axis 14 rotates the control arm 12 around this axis.

 The rear of the housing 10 carries a fixed support not visible in Figure 1, on which is fixed a bearing also not visible, in which is rotatably mounted an output shaft 18 which can rotate freely in this bearing, about its axis fixed longitudinal 19, without however being able to move in translation in the direction of this axis. The output shaft 18 therefore has only one degree of freedom of movement, which is the possibility of turning around its fixed longitudinal axis 19.

 The end of the output shaft 18 inside the housing 10 is connected to the end of the control arm 12 by a universal joint 20 so that a rotational movement of the arm 12 about its axis

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 longitudinal causes the output shaft 18 to rotate about its axis whatever the angle formed between the respective longitudinal axes 14 and 19 of the control arm 12 and the output shaft 18. This movement of rotation of the handle around the axis 14 is used for the control of the roll ailerons of the aircraft.

 The center of rotation of the universal joint 20, which is at the intersection of the axes 14 and 19, is located at a fixed position inside the housing 10, since the output shaft 18 cannot move in translation and can only undergo a rotational movement about its longitudinal axis 19 in the bearing which supports it and which is fixed relative to the housing.

 The control arm 12 can on the one hand rotate around its longitudinal axis 14 by driving the output shaft 18, and on the other hand take any inclination in space relative to the output shaft 18 by rotating around a fixed point which is the center of rotation of the universal joint 20.

 The pilot acts on the handle 16 of the control arm on the one hand by rotating it around the axis 14 and on the other hand by giving the arm 12 any angular inclination relative to the housing, as far as the clearance that allows the front opening of the fixed housing 10. A movement of raising or lowering of the arm will cause an action on the pitch angle, tending to raise or lower the aircraft; a lateral movement of the arm will cause an action on the yaw angle; finally, a rotation of the handle around the axis 14 (whatever the orientation of this axis) will cause an action on the roll angle, tending to make the plane rotate in the direction of rotation. The three movements can be combined.

 To transmit to the control surfaces of the aircraft the various movements imposed by the pilot on the control arm 12, the following mechanism is provided: the arm is mounted in free rotation in a bearing 22 defining the direction of the axis 14; this bearing is fixed on a first mobile support 24. This support 24 is itself mounted in free rotation on a second support 30. The rotation of the support 24 takes place around an axis 26 which is perpendicular to the axis of rotation (14) of the bearing 22 and which passes through the center of rotation of the universal joint 20. Preferably, this axis 26 is

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vertical when the control arm is horizontal on the airplane, but it could also be horizontal. If the axis 26 is vertical, the support 24 is used to transmit a movement for an action on the yaw angle; if the axis 26 was horizontal when the control arm is horizontal, the support 24 would serve to transmit an action on the pitch angle.

It will be considered below that the first mobile support 24 1 is used to transmit the yaw movement.

 So that the support 24 can rotate relative to the support 30, around the axis 26, there is provided an assembly of a shaft oriented along this axis 26 and a corresponding bearing, in which this shaft can rotate. The shaft / bearing assembly is designated by the reference 28 in FIG. 1. The shaft (or respectively the bearing) is fixed on the support 24, and conversely the bearing (or respectively the shaft) is fixed on a second support mobile 30.

 The support 24 preferably has the shape of a U-shaped jumper, the bottom of which carries the bearing 22 and the branches of which each carry a shaft or a bearing of a shaft / bearing assembly 28.

 The second movable support 30 preferably has a rectangular shape having two opposite sides each carrying a shaft or bearing of a shaft / bearing assembly 28. The two other sides of the rectangle are used for rotatably mounting the support 30 on the fixed housing 10.

 The U-shape of the mobile support 24 and the rectangular ring shape of the support 30 make it possible to leave space, inside the U and the rectangular ring, for the universal joint 20.

 The second movable support 30 is mounted for free rotation on the fixed housing ′ 0, along an axis 32 which on the one hand is perpendicular to the axis 26 and to the axis 19, and on the other hand intersects the axis 26 and the axis 19 at the center of rotation of the universal joint 20.

 At least one shaft / bearing assembly 34, of axis 32, is provided between the fixed housing and the second movable support 30 to perform this rotational mounting. The bearing can be on the housing and the shaft on the support or vice versa. Preferably, there are two shaft / bearing assemblies 34, situated on two opposite sides of the rectangular ring forming the support 30.

 When the pilot only performs a rotation movement of the handle around the axis 14 of the arm 12, the universal joint 20 transmits this movement to the output shaft 18, without displacement of the

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tourner le bras 12 autour de l'axe 32, le support 30 tourne autour de cet axe J sans déplacement du support 24, et ceci quelle que soit l'orientation du support 24. Lorsque le pilote déplace le bras selon un mouvement quelconque autour du centre de rotation de l'articulation à cardan, les supports 24 et 30 tournent tous deux autour de leurs axes de rotation respectifs. supports 24 and 30, regardless of the inclination of the arm 12 relative to the fixed housing. When the pilot moves the handle laterally by rotating the arm around the axis 26, the support 24 rotates around the axis 26 without moving the support 30, regardless of the orientation of the support 30. When the pilot move the handle up and down making

turn the arm 12 around the axis 32, the support 30 rotates around this axis J without moving the support 24, and this regardless of the orientation of the support 24. When the pilot moves the arm in any movement around the center of rotation of the universal joint, the supports 24 and 30 both rotate about their respective axes of rotation.

 Cables or rods can be attached to the supports 24 and 30 to transform the rotational movements of these supports into a translational movement. Other mechanical transmission mechanisms (pulleys, articulations on fixed pivots, etc.) can be provided to transmit to the control surfaces the movements of cables or rods, depending on the configuration of the aircraft.

 FIG. 2 symbolically represents rods for the transmission of the three movements executable by the pilot. In this figure, which is seen from the rear, that is to say from the side of the shaft 18 and not of the arm 12, the housing 10 has not been shown.

 A rigid link 40 is fixed to the support 24 at a point such that this link moves in translation backwards or forwards when the arm 12 rotates around the axis 26. This movement acts on a rear spoiler of t 'airplane, or on two lateral fins (also called winglets) at the end of the wings, for a yaw movement of the airplane. These fins rotate around non-horizontal axes when the plane has a horizontal attitude.

 Another rigid link 42 is fixed to the support 30 so that it moves in translation backwards or forwards when the arm 12 rotates about the axis 32. This link acts symmetrically on the elevators of the plane, for a pitching movement.

These control surfaces rotate around essentially horizontal axes (when the aircraft has a zero roll angle).

 Finally, for controlling a rolling movement, one can for example provide a part 44 mounted on the output shaft 18 and integral

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l'aile droite. Ces biellettes subissent des mouvements en translation, mais 1 dans des directions opposées, lorsque l'arbre de sortie 18 tourne autour de l'axe 19, donc lorsque le pilote actionne la poignée 16 en rotation autour de l'axe 14. Les ailerons de roulis, tournant autour d'un axe généralement horizontal, sont donc actionnés à l'inverse l'un de l'autre, ce qui est nécessaire pour donner à l'avion le mouvement de roulis désiré. in rotation of it. This part can have two lateral extensions 46 and 48 deviating from the axis of the shaft in two opposite directions. At the end of these extensions are fixed respectively a rigid link 50 and a rigid link 52, going in opposite directions, one towards a roll fin of the left wing of the aircraft, and the other towards a fin of roll of

the right wing. These rods undergo movements in translation, but 1 in opposite directions, when the output shaft 18 rotates around the axis 19, therefore when the pilot actuates the handle 16 in rotation around the axis 14. The ailerons of roll, rotating around a generally horizontal axis, are therefore actuated the opposite of each other, which is necessary to give the aircraft the desired roll movement.

 Figure 3 shows the housing 10 seen from the rear. The output shaft 18 is held in a fixed support piece 54 which partially closes the housing 10 without preventing the passage of the cables or rods described with reference to FIG. 2 and not shown in FIG. 3. The means which prevent movements for translating the shaft 18 along its length are not shown, they can be part of either a rotation bearing fixed on the support 54 and in which the shaft 18 rotates, or another bearing, not shown, mounted at another end of the shaft 18. Conventionally, these means may include a groove in the shaft and a bearing adapted to the diameter of this groove. These means can also alternatively be provided on the control arm 12, at the level of the bearing 22, since if the movement of translation of the arm 12 along its axis 14 is prevented, that of the output shaft is also prevented 18.

 Figure 4 shows in more detail the universal joint 20. The housing 10 and the support 30 have been removed to better show this joint. We can clearly see the two axes of rotation 60 and 62, perpendicular to each other, the axis 60 being perpendicular to the axis 19 and the axis 62 being perpendicular to the axis 14. The axis 26 defined in the support 24 passes through the intersection of axes 60 and 62 which is also the intersection of axes 14 and 19. Similarly, axis 32, visible in Figures 1 to 3, which is perpendicular to axis 26, also passes through the intersection of axes 60 and 62.

 The essentials of the constitution of the flight control according to the invention have thus been described.

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 It will be noted that in an airplane version provided with an automatic pilot intended to replace, during certain flight phases, the actions of the human pilot, provision is made for the housing 10 to carry drive motors acting on the parts of the control of flight to train them in the same way as if the human pilot acted on the control arm 12. These motors are in free rotation when they are not powered, that is to say when the autopilot is not in service, so as not to hinder the manual movements of the human pilot. Position sensors for motors or moving parts of the system (supports or links or control surfaces) are provided to send information to the autopilot on the positions of the control surfaces.

 In the application to a flight simulator, intended in particular for learning to pilot on an aircraft comprising the piloting control which has just been described, it will be understood that the mechanical connections by rods or by cables can be constructed differently since they do not need to actually control control surfaces. They can be replaced by other elements linked for example to return springs simulating the effort to be overcome in reality to act on the control surfaces. They can also be deleted altogether. Motion detectors of the supports 24 and 26 and of the part 44 must be provided to control the simulation software if it is interactive, so as to display on the simulator screen images which correspond to the movements exerted by the pilot. on the handle 16.

Claims (5)

CLAIM 1. Pilot control for an aircraft or flight simulator, comprising a fixed housing (10) in which an output shaft (18) is rotatably mounted and in which penetrates a control arm (12) elongated along a longitudinal axis (14 ), the arm being provided with a handle (16) deviating from this axis and being connected to the output shaft (18) by a cardan joint (20) whose center is located in a fixed position relative to to the housing (10), for transmitting a rotational movement to the output shaft when the handle is actuated in a rotational movement around the longitudinal axis of the arm regardless of the orientation of the axis of the arm relative to to the output shaft, the arm being moreover rotatably mounted in a bearing (22) formed in a first support (24), the first support being rotatably mounted on a second support (30) itself rotatably mounted on the fixed housing, the axes of rotation (26 and 32) of the first support and the second support being perpendicular to each other and intersecting at the center of rotation of the universal joint.  2. Pilot control according to claim 1, characterized in that the axis of rotation (32) of one of the supports is substantially horizontal, and the axis of the other (26) is substantially vertical, for an angle pitch and roll of the aircraft.  3. Pilot control according to claim 2, characterized in that a mechanical connection (40) is established between one of the supports (24) and the yaw movement control surfaces of the aircraft, and a mechanical connection (42 ) is established between the other support (30) and the pitch control surfaces of the aircraft.  4. Pilot control according to one of claims 1 to 3, characterized in that a mechanical connection (44.50, 52) is established between the output shaft (18) and roll movement control surfaces of the 'aircraft. <Desc / Clms Page number 11>  opposite directions when rotating the output shaft.

 5. Pilot control according to claim 4, characterized in that the mechanical connection to the roll movement control surfaces comprises a part (44) integral in rotation with the output shaft (18), and two rods or cables (50 , 52) fixed to this part at two symmetrical points relative to the axis of the shaft, and moving in translation in 1