FR3049574B1 - AIRCRAFT ARMREST WITH A MOTORIZED ADJUSTMENT SYSTEM FOR THE POSITION OF PEDALS. - Google Patents

Abstract

- The spreader (1) comprises at least one actuating unit provided with two sets of joints (13), which is intended for a pilot of the aircraft, each of the sets of joints (13) comprising one of two pedals (12) for said pilot, the actuating unit being also provided with an adjustment system (15) for adjusting the position at least of said pedals (12), said adjustment system (15) being motorized, this which prevents the pilot from manually having to adjust the position of the pedals (12) and increases his comfort as part of his connection with the cockpit when taking office.

Description

TECHNICAL AREA

The present invention relates to a lifter for an aircraft, in particular for a transport aircraft, said lifter being provided with a motorized adjustment system of the positioning of said lifter, and an aircraft comprising such a lifter.

On an aircraft, a rudder is a mechanical device that allows the pilot and co-pilot to control the rudder and the wheel brakes.

The lifter includes pedals and a set of moving parts which, depending on the types of movements that are applied to the pedals by the pilot (s), control the rudder or the brakes of the aircraft.

STATE OF THE ART

A major constraint in an aircraft including line, and more particularly in a plane of a certain size, is the correct positioning of the pilot or pilots with respect to their environment.

Each pilot must, in fact, be perfectly positioned: - on the one hand, compared to what he perceives on the outside through the ice; and - on the other hand, with respect to the entire instrumentation (screens, control members, ...) within the cockpit itself.

To do this, it performs a seat adjustment, which is generally adjustable along the main axes because of the large dispersion in the population of pilots at the height, the lifters have several functions (direction and differential braking), which associated with large movements for which it is necessary to be attentive to the ergonomics of operation.

It is therefore necessary for each pilot to make a specific manual adjustment of his rudder according to his own feeling. There are various systems for this purpose, mainly notch / offset systems and locking / unlocking lever, and screw and crank systems.

This setting is therefore heavy and tedious and generates a significant workload for the driver.

This usual solution is not completely satisfactory.

STATEMENT OF THE INVENTION

The present invention provides a lifter that overcomes this disadvantage. It relates to a spreader for an aircraft, said spreader comprising at least one actuating unit provided with two sets of joints and intended for a pilot of the aircraft, each of said sets of joints comprising one of the two pedals intended for the said pilot, the actuating unit being provided with a control system configured to allow adjustment of the position at least of said pedals.

According to the invention, said adjustment system is motorized.

Thus, thanks to this motorization of the adjustment system, preferably via an electrical adjustment as specified below, the pilot does not have to manually adjust the position of the pedals.

This overcomes the aforementioned drawback and increases the comfort of the pilot in connection with its connection with the cockpit when taking office.

In a preferred embodiment, said adjustment system comprises an adjustment arm, whose length is adjustable by motor, said adjustment arm being configured and arranged to change the position of the pedals during a modification of its length.

In addition, advantageously, said adjusting arm comprises a screw jack, and said adjusting system further comprises an electric motor adapted to drive the screw jack in rotation via a gear train. Preferably, said adjustment arm is provided with two arms, and each of said arms acts on a mechanical member of one of the articulation assemblies of the actuating unit.

In addition, advantageously, said electric motor is of the reducing type and is configured to have a reduction ratio of between 50 and 100.

Furthermore, advantageously, the adjustment system is provided with a controllable motor, and it comprises at least one control unit configured to control said controllable motor.

In a simplified embodiment, the control unit comprises a control element that can be actuated by an operator.

Furthermore, alternatively or in addition, the control unit comprises an automated control system comprising a list of predetermined positions of the pedals, the automated control system being configured to be able to bring the pedals into one of the predetermined positions of said listing. In this case, in an advantageous variant, the control unit also comprises a pilot recognition system configured to recognize at least one particular pilot, and the automated control system is configured to bring the pedals into a predetermined position associated with a driver recognized by the pilot recognition system.

Advantageously, the adjustment system comprises at least one auxiliary adjustment unit configured to allow a pilot to manually adjust the position of the pedals.

Preferably, the auxiliary adjustment unit comprises a rotary nut integral with the adjusting arm, said nut being adapted to be rotated via a crank and being configured to change the length of the adjusting arm when it is rotated.

Furthermore, advantageously: the spreader comprises at least one visual indicator configured to indicate a current position of the pedals; and said lifter is of suspended type.

In a preferred embodiment, for an aircraft capable of being piloted by two pilots, the lifter comprises two actuating units, one being intended for a first pilot and the other for a second pilot. In this case, each of said actuating units comprises an adjustment system, these two adjustment systems being independent.

The present invention also relates to an aircraft, in particular a transport aircraft, which is provided with a spreader such as that specified above.

BRIEF DESCRIPTION OF THE FIGURES

The appended figures will make it clear how the invention can be realized. In these figures, identical references designate similar elements. More particularly: - Figure 1 shows a side view of a ground plane which comprises a spreader according to one embodiment of the invention; - Figure 2 is a schematic plan view, looking from the rear, of a cockpit of an aircraft, provided with a lifter according to one embodiment of the invention; - Figure 3 shows a side view of a spreader according to one embodiment of the invention; - Figures 4 to 6 are perspective views of a portion of a pedal position adjustment system mounted on a spreader; and - Figure 7 is a block diagram of a control unit of a pedal position adjustment system.

DETAILED DESCRIPTION

Figure 1 shows an aircraft AC, in this case a transport aircraft, which comprises a cockpit 2, in which is arranged a spreader 1 according to the invention (as shown very schematically in this Figure 1). The aircraft AC also includes a rudder 3 and brakes 4 at the wheels 5 of a main landing gear of the aircraft AC.

Figure 2 shows a lifter 1 which is arranged in the cockpit 2 (shown partially and schematically) of the aircraft AC.

More specifically, FIG. 2 schematically shows a dashboard 7 provided with a support structure 8 and a set of screens or displays 10A, 10B, 10C and 10D. usual of the cockpit 2.

In the context of the present invention, the "back" and "forward" directions are defined with respect to the longitudinal direction of the aircraft AC, namely for "before" (as illustrated in FIG. 3 by an arrow E1) towards the front of the aircraft AC (in the direction of an arrow E2 in Figure 1) in the direction of flight of the aircraft AC and for "back" (as shown in Figure 3 by an arrow E3) to the rear of the aircraft AC in the opposite direction to the flight direction of the aircraft AC.

Moreover, in the context of the present description, the terms "lower", "upper" and "low" are defined in a vertical direction Z which is orthogonal to a horizontal plane P (defined by a longitudinal direction and a direction said lateral) of the aircraft, said plane P being parallel to the floor 14 of the cockpit, as shown in Figure 2. More precisely: - the longitudinal direction is defined along the longitudinal axis of the aircraft; the vertical direction Z forms with the longitudinal direction a so-called vertical plane which is parallel to a vertical plane of symmetry of the aircraft; and - the lateral direction is orthogonal to said longitudinal and vertical directions, the lateral direction forming with the longitudinal direction the plane P which is parallel to the floor 14 of the cockpit 2.

In the usual way, the lifter 1 of the aircraft AC is a steering member that allows a pilot to control the rudder 3 (FIG. 1) so as to act on the yaw axis of the aircraft when a flight, and also to ensure the braking of the aircraft when the latter is moving on the ground.

The rudder 1 shown in Figure 2, which is intended for a conventional transport aircraft, is likely to be controlled by two pilots, a main pilot and a co-pilot.

To do this, the lifter 1 comprises two pairs of pedals 11A and 11B, respectively part of actuating units 6A and 6B.

A first pair of pedals 11A (of the actuating unit 6A) arranged to the left looking forward, is intended for the pilot of the aircraft. This pair 11A comprises two pedals 12AD and 12AG intended to be actuated by the two feet, respectively right and left, of the pilot. Each of said pedals 12AD and 12AG is part of a set of joints 13 comprising, in addition to the pedal considered, various joints (including a pedal arm specified below).

The second pair of pedals 11B (of the actuating unit 6B) arranged on the right is intended for the co-pilot of the aircraft. This pair 11B includes two pedals 12BD and 12BG to be operated by the two feet, respectively right and left, of the co-pilot. Each of said 12BD and 12BG pedals is also part of a set of joints 13 including, in addition to the pedal considered, various joints (including a pedal arm).

For an aircraft piloted by two pilots, the rudder 1 is configured, in the usual way, so that: the two pedals of each pair of pedals 11A, 11B are controlled in opposite directions; and the two pairs of pedals 11A and 11B are controlled, in a symmetrical manner, so that the pedals intended for one of the pilots, the co-pilot, for example, are always in the same position as those intended for the other pilot.

The lifter 1 therefore comprises two actuating units 6A and 6B. Each of said actuating units 6A and 6B, one of which is intended for the pilot of the aircraft and the other is intended for the co-pilot, is thus provided with a pair 11A, 11B of pedals.

As represented in FIG. 3, the set of joints 13 comprises, for each pedal 12 (for example the pedal 12AG), a pedal arm 19, to which the pedal 12 is linked.

For steering control, this pedal arm 19 is rotatably mounted about an axis of rotation 21. The pedal arm 19, of elongated shape, has a lower end 22 and an upper end 23 which extend, substantially vertically, on either side of the axis of rotation 21. The lower end 22 is oriented towards the floor relative to the axis of rotation 21. As for the upper end 23 of the lever arm 19, it is hingedly connected to a first end 25 of a connecting rod 26. This rod 26 is connected, by its other end 27, in an articulated manner, to an upper end of a steering shaft (not shown). In addition, this steering shaft is linked to a steering position sensor (also not shown). Thus, the rotation of the pedal arm 19 about the axis of rotation 21 (by the actuation of the pedal 12) in one direction, causes the rotation of the steering shaft in a first direction, and the rotation of the arm pedal 19 about the axis of rotation 21 (by the actuation of the pedal 12) in the opposite direction, causes the rotation of the steering shaft in a second direction opposite to said first direction. The steering position sensor usually transforms the mechanical control representative of the rotation of the steering shaft into an electrical signal. This electrical signal is then routinely transmitted to a steering system (not shown) of the rudder to control the direction of the aircraft.

Furthermore, for a braking command, the pedal 12 is rotatably mounted on the lower end 22 of the pedal arm 19 about an axis of rotation 24. This axis of rotation 24 is parallel to the axis of rotation 21, and it is spread from the latter down towards the floor. Thus, when the pilot presses with his foot on the pedal 12 at its upper end 28, the pedal 12 pivots about the axis of rotation 24, and generates an action on an associated hydraulic cylinder 29. The braking order is determined by the displacement of the axis of this hydraulic jack 29 (linear inductive sensor for example), generated by the actuation of the pedal 12.

Furthermore, each of the actuating units of the rudder 1 is provided with an adjustment system 15, also shown in FIG. 3. This adjustment system 15 is configured to allow the position of at least said pedals of the unit to be adjusted of actuation considered, and more generally the set of joints 13 comprising the pedals.

According to the invention, said adjustment system 15 is motorized.

Thanks to this motorization of the adjustment system 15, preferably via an electrical adjustment as specified below, the pilot does not have to manually adjust the position of his pedals. This reduces his workload and increases his comfort in connection with the cockpit when taking office.

In the preferred embodiment shown in Figure 3, said adjustment system 15 comprises a motorized adjustment arm 16, that is to say whose length is adjustable by a motor 17. This adjustment arm 16 is configured and arranged to modify the position of the pedals, of which only the pedal 12 is visible in FIG. 3, of the associated actuating unit, during a modification of the length of said adjustment arm 16, as illustrated by a double arrow F .

As shown in FIG. 3, the adjusting arm 16 comprises a screw jack 18. Moreover, the motor 17 is an electric motor and is able to drive the screw jack 18 in rotation via a gear train 30.

Alternatively, the adjustment system 15 may comprise a set of pulleys and belts for driving the motorized adjusting arm 16.

Figures 4 to 6 are various partial views, in perspective, showing details of the adjustment system 15.

In a preferred embodiment, shown in these figures 4 to 6, the adjustment arm 16 is provided at one of its ends with two arms 31 and 32. Each of said arms 31 and 32 acts, being mounted in an articulated manner. , on a mechanical member 33, 34 (Figure 4) of one of the sets of joints 13 of the actuating unit considered. Said mechanical member 33, 34 serves in particular to support the corresponding pedal arm.

In addition, the adjustment arm 16 is provided at the other end with a jack rod 35 hingedly connected to a structural member 36 (FIG. 3) of the spreader 1.

Thus realized in the form of a fork (with the two arms 31 and 32), the adjustment arm 16 acts simultaneously on the two pedals of the same operating unit (that of the pilot or that of the co-pilot).

The adjustment is thus achieved via a single electric motor and it allows to obtain a precise and similar positioning of the two sets of joints (and therefore the two pedals) of the same actuating unit (pilot, co-pilot).

The adjustment arm 16 is also provided with a cover, of which only the upper cover (or part) 37 is shown in FIGS. 3 and 4 in particular.

Moreover, said electric motor 17 is of the reduction type (for example a 4-stage epicyclic reduction gear) and is configured to have a relatively high reduction ratio, for example between 50 and 100. Thus, the electric motor 17 makes it possible to restore at the jack screw 18 a low speed and a large torque. This is necessary with regard to the efforts and the functioning (time of action) desired.

The adjustment system of an actuating unit 6A, 6B (FIG. 2) thus makes it possible to modify the neutral position of the pedals 12AD, 12AG, 12BD, 12BG of the respective operating unit 6A, 6B. The neutral position of a pedal is the position of the pedal when the driver does not press it. This adjustment system thus makes it possible to approach or move the pedals off the pilot's seat in order to adapt the set of articulations 13 to the size of the pilot, who will have to use it.

The operation of the adjustment system 15 is as follows. The adjustment system 15 (FIG. 3) modifying the length of the screw jack 18 of the adjustment shaft 16 modifies the length of one of the three sides of a triangle formed by the connecting rod 26, the adjustment shaft 16 and an upper portion 19A of the pedal arm 19 (namely the portion between the upper end 23 and the axis of rotation 21), and thereby moves the kinematic assembly lifter. This isostatic assembly is therefore deformed in relation to the elongation or shortening of the screw jack 18. Thus, the set of joints 13 (including in particular the pedal arms and the pedals) moves. More precisely, it can move between two extreme positions, namely: a first extreme forward position, for which the set of joints provided with the pedals is arranged at the maximum forward. This position is intended for a large pilot, for example about 2 meters; and a second rearmost position, for which the set of joints 13 provided with the pedals is arranged at the maximum rearward. This position is intended for a small pilot, for example about 1 meter 50 or less.

Moreover, out of control action, the adjustment system 15 is stable. Indeed, once the screw jack 18 immobile, it is rigidly locked in the desired position. The positions of the pedals are thus stabilized.

The characteristics of the invention are presented on the example of a suspended type of lifter, that is to say which is fixed above the floor 14 (Figure 2). Because of its simplicity, as well as an appropriate architecture, this type of hung beam is particularly suitable for the adjustment of the pedals according to the size of the pilots.

However, the present invention can be applied to any type of lifter, including a so-called lifter which rests on the floor of the cockpit.

Furthermore, the adjustment system 15 is provided with at least one control unit 38 shown schematically in FIG. 7 and configured to control the controllable motorization of the adjustment system 15. The control unit 38 activates the operation of the control system. adjusting it to generate a displacement of the set of joints including the pedals in one or other of the possible directions.

More specifically, in the preferred embodiment shown in Figure 3, the control unit activates the electric motor 17 so that the latter generates a change in the length of the screw jack 18 and thus a change in the positioning of the pedals. To do this, the control unit 38 controls the electric motor 17 as illustrated by a link 39 in FIG.

In a simplified embodiment, the control unit 38 comprises a control element 40, 41 able to be actuated by an operator.

This control element 40 may be a button or other mechanical member, which is arranged on the adjustment system (or close to it and is connected thereto via a wire link for example), and which can be actuated directly by the pilot to trigger the setting.

The adjustment may, for example, be carried out in steps, each actuation (pressure of a push button for example) of the control element 40 generating an enlargement or a shortening according to a given distance from the adjustment arm and therefore a displacement of pedals. The control element 41 may also be a remote control that controls the remote control system, for example when the pilot sits on his seat in an appropriate position concerning his field of vision.

In addition, alternatively or in addition, the control unit 38 comprises an automated control system 44 comprising a memory 43, the memory 43 containing a list of predetermined positions of the pedals. The automated control system 44 is configured to be able to automatically bring the pedals into one of the predetermined positions of said list, which has been selected.

This selection can be made by the pilot via a rotary knob or any other means of selection, or by a remote control.

In an advantageous variant, the control unit 38 furthermore comprises a pilot recognition system 44 configured to recognize at least one particular pilot, for example when the pilot enters the cockpit and signals himself with a magnetic card or using an RFID tag. In this case, the automated control system 42 is configured to bring the pedals into a predetermined position associated with the driver thus recognized by the pilot recognition system 44 (whose identity is received via a link 45).

Thus, regarding the control unit 38, it can be very varied, from simple push button control to an advanced automated system, with position presets, remote control or RFID type tag, resulting in an automatic adjustment of the corresponding rudder, with a possibility to make adjustments if necessary.

Furthermore, the adjustment system 15 also includes an auxiliary adjustment unit 46 configured to allow a pilot to manually adjust the position of the pedals.

In a preferred embodiment shown in FIG. 3, the auxiliary control unit 46 comprises a rotary nut (not shown) integral with the adjustment arm 16. This nut is adapted to be rotated about an axis L ( Figure 3) via a crank 47, and is configured to change the length of the adjusting arm 16 as it is rotated, surpassing the resistive torque of the motor / gear system.

This auxiliary adjustment unit 46 may especially be used in case of failure, if the electrical adjustment system is not unavailable. The pilot has a manual adjustment means, for example the crank 47, which is installed in the cockpit.

Furthermore, the lifter 1 also comprises at least one visual indicator 48 for each actuating unit 6A, 6B, as shown in FIG. 2. This visual indicator 48 is configured to directly indicate to the pilot the current position of his pedals.

In a particular embodiment shown in Figure 2, the visual indicator 48 comprises a set of discrete indication elements, arranged on the dashboard.

These indication elements, for example a series of light points, are associated with different positions. Only one of these light spots (highlighted in black in Figure 2) is illuminated at a time to provide the current position of the pedals when the adjustment is completed, or the active state and the associated position in real time when an adjustment phase.

The adjustment system 15 as described above does not impact the operation of the spreader 1, which remains unchanged. The rudder 1 retains indeed all of its usual features.

In the preferred embodiment of FIG. 2, for an aircraft capable of being piloted by two pilots, each of the actuating units 6A, 6B, one of which is intended for a first pilot and the other of which is intended for a second pilot, includes a setting system. These two adjustment systems are independent. Thus, the adjustment of a rudder (for example that of the driver) does not affect in any way the opposite rudder (for example that of the co-pilot).

The adjustment system 15 of the rudder 1, as described above: - thus allows, without failure, to adapt in a motorized manner, that is to say without manual adjustment of the driver, the position of the pedals to the size said driver. This reduces the workload and increases the comfort of the pilot when installed in the cockpit; - Provides an auxiliary manual adjustment, which allows the driver to always make a manual adjustment, as desired, at any time, and especially in case of failure of the electrical adjustment; and - includes various control and / or indication means which help to facilitate the adjustment of the pedals.

Claims (12)

1. Lifter for an aircraft, said lifter (1) comprising at least one actuating unit (6A, SB) provided with two sets of joints (13) and intended for a pilot of the aircraft, each of said sets of joints (13) comprising one of the two pedals (12AD, 12AG, 12BD, 12BG) for said driver, the actuating unit (6A, 6B) being provided with an adjustment system (15) configured to enable adjusting the position at least of said pedals (12AD, 12AG, 12BD, 12BG), said adjustment system (15) being motorized and having an adjusting arm (16), the length of which is adjustable by motor, said adjusting arm (16 ) being configured and arranged to change the position of the pedals (12AD, 12AG, 12BD, 12BG), during a modification of its languor, the adjustment system (15) comprising at least one auxiliary adjustment unit (46), configured to allow a pilot to manually adjust the position of the pedals, said unit of auxiliary setting comprising a rotary nut secured to the adjusting arm (16), said nut being adapted to be rotated via a crank (47) and being configured to change the length of the adjusting arm (16) when brought into position rotation. 2. Lifter according to claim 1, characterized in that said adjusting arm (16) comprises a screw jack (18), and in that said adjustment system (15) further comprises an electric motor (17) adapted to rotate the screw jack (18) in rotation via a gear train (30). 3. Lifter according to one of claims 1 and 2, characterized in that the adjusting arm (16) is provided with two arms (31, 32), and in that each of said arms (31, 32) acts on a mechanical member (33, 34) of one of the sets of joints (13) of the actuating unit (6A, 6B). 4. Lifter according to one of claims 2 and 3, characterized in that said electric motor (17) is of reducing type and is configured to have a reduction ratio of between 50 and 100. 5. Lifter according to any one of the preceding claims, characterized in that the adjustment system (15) is provided with a controllable motor and comprises at least one control unit (38) configured to control said controllable motor. 6. Pioneer according to claim 5, characterized in that the control unit (38) comprises a control member (40, 41) operable by an operator. 7. Pioneer according to one of claims 5 and 6, characterized in that the control unit (38) comprises an automated control system (42) comprising a list of predetermined positions of the pedals, the automated control system (42). ) being configured to be able to bring the pedals into one of the predetermined positions of said list. 8. Pioneer according to claim 7, characterized in that the control unit (38) comprises a pilot recognition system (44) configured to recognize at least one particular pilot, and in that the automated control system (42) ) is configured to bring the pedals into a predetermined position associated with a pilot recognized by the pilot recognition system (44). 9. Pioneer according to any one of the preceding claims, characterized in that it comprises at least one visual indicator (48) configured to indicate a current position of the pedals. A pioneer according to any one of the preceding claims, characterized in that the pedestrian (1) comprises two actuating units (6A, 6B), and in that each of said actuating units (6A, 68) comprises an adjustment system (15), these two adjustment systems (15) being independent. 11. Pioneer according to any one of the preceding claims, characterized in that said pioneer (1) is of hanging type. 12. Aircraft, characterized in that it comprises a pedestrian (1) such as that specified in any one of claims 1 to 11.