WO2014106428A1 - Rudder pedal control device and control method for airplane - Google Patents
Rudder pedal control device and control method for airplane Download PDFInfo
- Publication number
- WO2014106428A1 WO2014106428A1 PCT/CN2013/089347 CN2013089347W WO2014106428A1 WO 2014106428 A1 WO2014106428 A1 WO 2014106428A1 CN 2013089347 W CN2013089347 W CN 2013089347W WO 2014106428 A1 WO2014106428 A1 WO 2014106428A1
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- WO
- WIPO (PCT)
- Prior art keywords
- rudder
- pedal
- sensor
- brake
- rocker arm
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims description 13
- 238000006073 displacement reaction Methods 0.000 claims description 15
- 230000005540 biological transmission Effects 0.000 claims description 2
- 230000007246 mechanism Effects 0.000 description 9
- 210000002683 foot Anatomy 0.000 description 8
- 210000003423 ankle Anatomy 0.000 description 7
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 230000007935 neutral effect Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005489 elastic deformation Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/02—Initiating means
- B64C13/04—Initiating means actuated personally
- B64C13/044—Initiating means actuated personally operated by feet, e.g. pedals
Definitions
- the present invention relates to a rudder pedal control device and a control method for an aircraft. Background technique
- the pedals are integrated with rudder control and brake control.
- the brake control function is usually realized by compressing or stretching the brake sensor by the foot pedal to generate a command signal.
- the operation of the rudder pedal is intended to realize the rudder control, which often causes the brake sensor to generate an erroneous command signal.
- Non-command brakes are at a higher level in the safety fault ratings of many civil aircraft. According to the information available, the current civil aircraft is able to reduce the probability of non-command braking by reducing the probability of jamming on the pedal pedal, thus meeting the relevant safety requirements, but this method will be limited by the relatively stable industry. The proven resistance of bearings and bushings. Therefore, in future civil aircraft, as equipment functions become more complex, this type of purely mechanical approach to meeting system-level safety requirements for non-command brakes will be increasingly limited.
- the civil aircraft rudder brake pedal control device 100 can be generally simplified to a four-bar linkage mechanism, that is, the rocker arm 104 and the brake foot are controlled by the foot base 102 and the rudder pedal provided on the foot base 102.
- the ankle link 106 and the brake foot light crank 108 that connects the rudder pedal control rocker arm 104 and the brake pedal link 106 are formed.
- the rudder pedal control rocker arm 104 rotates around the point A of the foot socket 102, and the brake pedal link 106 rotates around the point D of the ankle base 102; the rudder pedal control rocker arm 104 and the brake pedal crank 108 pivot At point B, the brake pedal link 106 and the brake pedal crank 108 are pivotally connected to each other at point C.
- the rudder brake pedal control device 100 also includes a rudder pedal 1 10 coupled to the aforementioned four-link mechanism for pilot operation.
- the brake pedal link 106 is compressible, and a sleeve is arranged thereon, and a spring holding a certain pre-compression amount and a displacement in response to the spring elastic deformation amount are arranged in the sleeve.
- the sensor is under pressure at the brake pedal link 106
- the displacement sensor disposed thereon becomes a electrical signal representing the deformation of the spring to the controller, and the controller sends a brake control signal to the brake control device of the aircraft in response to the electrical signal.
- the brake pedal link 106 is not shortened, the displacement sensor disposed thereon does not emit an electric signal representing the continuous deformation of the spring to the controller, and the controller does not generate the brake control signal.
- the pedal brake control may occur due to the jamming at point B, although this probability is low.
- the pilot steps on the rudder pedal 1 10 to cause the rudder pedal control rocker arm 104 to rotate around point A. If no jam occurs at point B, that is, the rudder pedal control rocker arm 104 and the brake pedal crank 108, the foot
- point B that is, the rudder pedal control rocker arm 104 and the brake pedal crank 108
- the pedal 1 10 is freely rotatable, the angle between the rudder pedal control rocker arm 104 and the brake pedal crank 108 can be freely adjusted according to the movement of the four-bar linkage mechanism, and the length of the brake pedal link 106 is constant.
- the spring does not continuously deform, and the sensor does not send an electrical signal to the controller indicating that the spring is continuously deformed, and the controller does not generate a brake signal.
- the present invention proposes to introduce a control device and a control method to determine whether the rudder pedal is working normally or not. Jamming, which can effectively prevent non-command braking. The risk of non-command braking caused by the rudder pedal jamming can be effectively prevented by the technical solution disclosed by the present invention.
- the technical solution disclosed by the present invention can suppress the occurrence of a safety failure such as a non-instruction brake.
- the object of the present invention is to overcome the possibility that the rudder pedals may be jammed in a conventional aircraft. Failure to command brakes to improve the safety level of the aircraft.
- the invention is easy to implement, and can effectively recognize the working state of the rudder pedal and avoid the occurrence of non-command braking.
- the invention monitors the working state of the rudder pedal by a unique method, and conditionally filters and filters the signal of the brake sensor by judging whether the aircraft speed is greater than the predetermined breaking speed VI. Once the aircraft speed is greater than the breaking speed VI and the steering rudder pedal is jammed, the brake sensor's own signal will no longer directly cause the braking action, thus avoiding the occurrence of non-command braking.
- the rudder pedal controls a four-bar linkage formed by a brake pedal crank of the rocker arm and the brake pedal link, and a rudder pedal connected to the four-bar linkage.
- the brake pedal link is compressible and is arranged with a first sensor. When the brake pedal crank is opposite to the rudder pedal control rocker arm without relative rotation so that the brake pedal link is compressed, the first sensor generates brake transmission Sense signal.
- the rudder pedal control device further includes: a second sensor for sensing rotation between the brake pedal crank and the rudder pedal control rocker arm; and a speed comparator for comparing the current speed of the aircraft with the predetermined speed; a controller electrically connected to the first sensor, the second sensor, and the speed comparator, and when the second sensor senses the brake pedal, the crankshaft is opposite to the rudder pedal, the rocker arm is not rotated, and the current speed of the speed comparator is greater than At a predetermined speed, the controller shields the brake sensing signal generated by the first sensor.
- the second sensor is a spring sleeve sensor.
- the spring sleeve sensor includes at least a sleeve and a spring disposed within the sleeve.
- the rudder pedal control device further includes an intermediate link that passes through the sleeve and that causes the spring to be bi-directionally compressibly coupled to the intermediate link, one end of the intermediate link being pivoted to the rudder pedal control On one of the rocker arm and the brake pedal link, the other end of the intermediate link is rotatably and telescopically coupled to the other side of the rudder pedal control rocker arm and the brake pedal crank.
- the second sensor is an angular displacement sensor.
- the angular displacement sensor is disposed on a pivot shaft between the rudder pedal control rocker arm and the brake pedal crank.
- a rudder pedal control method for an aircraft comprising: determining whether a brake pedal link is compressed such that a first sensing signal is generated when compressed; determining a rudder Whether the pedal controls the relative rotation between the rocker arm and the brake pedal crank and compares the current speed and the predetermined speed of the aircraft such that the second sensing signal is generated when there is no relative rotation and the current speed of the aircraft is greater than the predetermined speed; The second sensing signal shields the brake sensing signal.
- determining whether there is relative rotation between the rudder pedal control rocker arm and the brake pedal crank is achieved by a spring sleeve sensor disposed between the rudder pedal control rocker arm and the brake pedal crank.
- determining whether there is relative rotation between the rudder pedal control rocker arm and the brake pedal crank is achieved by an angular displacement sensor disposed on a pivot shaft between the rudder pedal control rocker arm and the brake pedal crank.
- the second sensor can be configured with redundancy according to the structure of the aircraft braking system, and the signal can be reasonably used to optimize the control method.
- Figure 1 is a simplified structural view of a prior art rudder pedal control device
- Figure 2 is a simplified structural view of the first embodiment of the rudder pedal control device of the present invention when the rudder pedal is in the neutral position;
- Figure 3 is a simplified structural view of the first embodiment of the rudder pedal control device of the present invention when the rudder pedal is in forward operation;
- Figure 4 is a simplified structural view of the first embodiment of the rudder pedal control device of the present invention when the rudder pedal is in a backward operation;
- Figure 5 is a simplified structural view of the second embodiment of the rudder pedal control device of the present invention when the rudder pedal is in the neutral position;
- Figure 6 is a view showing a tubular mechanism of the rudder pedal control device of the present invention when the rudder pedal is in the forward operation;
- Figure 7 is a simplified structural view of the second embodiment of the rudder pedal control device of the present invention when the rudder pedal is in a backward operation;
- Figure 8 is a flow chart of the rudder pedal control method of the present invention.
- the rocker arm 204 and the brake pedal link 206 are controlled by the stern 202, the rudder pedal provided on the sill 202, and the rudder pedal control rocker 204 and the brake pedal are connected.
- the brake pedal crank 208 of the lever 206 is formed as a four-bar linkage mechanism. Wherein, the rudder pedal control rocker arm 204 rotates around the point A of the ankle seat 202, and the brake pedal link 206 rotates around the point D of the ankle seat 202; the rudder pedal control rocker arm 204 and the brake pedal crank 208 pivot At point B, the brake pedal link 206 and the brake pedal crank 208 are pivotally connected to each other at point C.
- the rudder brake pedal control device 200 also includes a rudder pedal 210 coupled to the aforementioned four-bar linkage for pilot operation.
- the rudder brake pedal control device 200 further includes an intermediate link 212, one end of which is pivoted to the other end of the C point and is spliced to somewhere on the rudder pedal control rocker arm 204 (such as point E).
- the so-called "lap" means that the intermediate link 212 can control the rocker arm 204 to rotate or translate relative to the rudder pedal.
- the extension means that the side length CE of the triangular BCE is variable.
- the rudder brake pedal control device 200 also includes a second sensor 214, specifically the second sensor 214 is a spring sleeve sensor that includes at least a sleeve 214a and a spring 214b disposed within the sleeve 214a.
- the aforementioned intermediate link 212 passes through the sleeve 214a and causes the spring 214b to be bi-directionally compressibly coupled to the intermediate link 212.
- the pilot steps on the rudder pedal 210 to cause the rudder pedal to control the rocker arm 204 around A.
- Point rotation if no jam occurs at point B, that is, when the rudder pedal control rocker arm 204 and the brake pedal crank 208 and the pedal pedal 210 are freely rotatable, the rudder pedal control rocker arm 204 and brake pedal crank 208
- the angle between the two can be freely adjusted according to the movement of the four-bar linkage mechanism, the length of the brake pedal link 206 is constant, the deformation amount of the spring is constant (that is, the preset compression amount is still), and the brake pedal link 206
- the first sensor (not shown) provided above does not emit an electrical signal to the controller indicating continuous deformation of the spring, and the controller does not generate a brake signal.
- the angle between the rudder pedal control rocker arm 204 and the brake pedal crank 208 will remain constant, so the brake pedal link 206 Will be pressurized, the first sensor will generate a first sensing signal (ie, a brake sensing signal) and transmit it to the controller.
- the brake pedal 208 does not rotate relative to the rudder pedal control rocker 204, the spring deformation amount of the second sensor 214 remains constant, and as a result, the second sensor 214 senses the jam, and the The signal is passed to the controller.
- the second sensor 214 When the current speed of the aircraft is greater than the predetermined breaking speed VI, the second sensor 214 is read to generate a second sensing signal, and the controller receives the second sensing signal to shield the brake sensing signal from the first sensor. In this way, non-instructed brakes are avoided.
- Figures 5-7 a second embodiment of the present invention is disclosed.
- the rocker arm 304 and the brake pedal link 306 are controlled by the stern 302, the rudder pedal provided on the sill 302, and the rudder pedal control rocker arm 304 and the brake pedal are connected.
- the brake pedal crank 308 of the lever 306 is formed as a four-bar linkage mechanism. Wherein, the rudder pedal control rocker arm 304 rotates around the point A of the ankle seat 302, and the brake pedal link 306 rotates around the point D of the ankle seat 302; the rudder pedal control rocker arm 304 and the brake pedal crank 308 pivot At point B, the brake pedal link 306 and the brake pedal crank 308 are pivotally connected to each other at point C.
- the rudder brake pedal control device 300 also includes a rudder pedal 310 coupled to the aforementioned four-bar linkage for flight operator operation.
- the rudder brake pedal control device 300 further includes a second sensor 312.
- the second sensor 312 is an angular displacement sensor, and the angular displacement sensor is disposed at the pivot point B, that is, the rudder pedal controls the rocker arm 304 and the brake foot.
- the rotating shaft or the pivoting seat between the cranks 308 is used to sense the relative angle of rotation between the two.
- the pilot steps on the rudder pedal 310 to cause the rudder pedal to control the rocker arm 304 around A.
- Point rotation if no jam occurs at point B, that is, when the rudder pedal control rocker arm 304 and the brake pedal crank 308 and the pedal pedal 310 are freely rotatable, the rudder pedal control rocker arm 304 and brake pedal crank 308
- the angle between the two can be freely adjusted according to the movement of the four-bar linkage mechanism, the length of the brake pedal ⁇ 306 is constant, the deformation amount of the spring is constant (that is, the preset compression amount is still), and the brake pedal link 306
- the first sensor (not shown) provided above does not emit an electrical signal to the controller indicating continuous deformation of the spring, and the controller does not generate a brake signal.
- the angle between the rudder pedal control rocker arm 304 and the brake pedal crank 308 will remain constant, so the brake pedal link 306 Will be pressurized, the first sensor will generate a first sensing signal (ie, a brake sensing signal) and transmit it to the controller.
- a first sensing signal ie, a brake sensing signal
- the first sensor will generate a first sensing signal (ie, a brake sensing signal) and transmit it to the controller.
- the brake pedal 308 does not rotate relative to the rudder pedal control rocker 304, the angular displacement induced by the second sensor 314 does not change. As a result, The second sensor 314 senses the jam and transmits the signal to the controller.
- the second sensor 314 sends a second sensing signal to the controller, and the controller receives the second sensing signal to shield the brake sensing signal from the first sensor. In this way, non-instructed brakes are avoided.
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Aviation & Aerospace Engineering (AREA)
- Braking Elements And Transmission Devices (AREA)
- Regulating Braking Force (AREA)
- Mechanical Control Devices (AREA)
Abstract
Disclosed is a rudder pedal control device for an airplane, wherein a brake pedal connecting rod thereof can be shortened and is provided with a first sensor, and a brake sensing signal is generated by the first sensor when the brake pedal connecting rod is compressed because there is no rotation of a brake pedal crank relative to a rudder pedal control rocking arm. The rudder pedal control device comprises a second sensor for sensing the relative rotation between the brake pedal crank and the rudder pedal control rocking arm; a speed comparator for comparing the current speed of the airplane with a predetermined speed; and a controller for electrically connecting the first sensor, the second sensor and the speed comparator, and shielding the brake sensing signal generated by the first sensor when the second sensor senses that there is no rotation of the brake pedal crank relative to the rudder pedal control rocking arm and the current speed compared by the speed comparator is greater than the predetermined speed.
Description
一种用于飞机的方向舵脚蹬控制裝置和控制方法 技术领域 Rudder pedal control device and control method for aircraft
本发明涉及一种用于飞机的方向舵脚蹬控制装置和控制方法。 背景技术 The present invention relates to a rudder pedal control device and a control method for an aircraft. Background technique
目前， 在役的民用飞机中， 脚蹬同时集成有方向舵控制与刹车 控制功能。 刹车控制功能通常是通过脚踏板压缩或拉伸刹车传感器， 产生指令信号而实现， 但是当脚蹬踏板发生卡阻时， 操作方向舵脚 蹬意图实现方向舵控制往往会导致刹车传感器产生错误的指令信 号， 即非指令刹车。 非指令刹车在很多民用飞机的安全性故障等级 中处于较高级别。 根据已掌握资料， 目前的民用飞机中均是通过降 低脚蹬踏板发生卡阻的概率进而降低非指令刹车的概率， 从而满足 相关的安全性要求， 但是这种方式会受限于比较稳定的工业界公认 的轴承及衬套的卡阻概率。 因此， 在未来民用飞机中， 随着设备功 能的日益复杂， 这种依靠纯机械方式来满足系统级对非指令刹车的 安全性要求将会受到越来越多的限制。 At present, in the civil aircraft in service, the pedals are integrated with rudder control and brake control. The brake control function is usually realized by compressing or stretching the brake sensor by the foot pedal to generate a command signal. However, when the pedal pedal is jammed, the operation of the rudder pedal is intended to realize the rudder control, which often causes the brake sensor to generate an erroneous command signal. , that is, non-command brakes. Non-command brakes are at a higher level in the safety fault ratings of many civil aircraft. According to the information available, the current civil aircraft is able to reduce the probability of non-command braking by reducing the probability of jamming on the pedal pedal, thus meeting the relevant safety requirements, but this method will be limited by the relatively stable industry. The proven resistance of bearings and bushings. Therefore, in future civil aircraft, as equipment functions become more complex, this type of purely mechanical approach to meeting system-level safety requirements for non-command brakes will be increasingly limited.
如图 1 所示， 民用飞机方向舵刹车脚蹬控制装置 100通常可以 简化为四连杆机构， 即， 由脚燈座 102、 设置在脚燈座 102上的方向 舵脚蹬控制摇臂 104和刹车脚蹬连杆 106以及连接方向舵脚蹬控制 摇臂 104和刹车脚蹬连杆 106的刹车脚燈曲柄 108形成。 其中， 方 向舵脚蹬控制摇臂 104绕脚燈座 102的 A点旋转，刹车脚蹬连杆 106 绕脚蹬座 102的 D点旋转； 方向舵脚蹬控制摇臂 104和刹车脚蹬曲 柄 108彼此枢接于 B点， 刹车脚蹬连杆 106和刹车脚蹬曲柄 108彼 此枢接于 C点。 该方向舵刹车脚蹬控制装置 100还包括与前述四连 杆机构耦接的方向舵脚蹬 1 10, 用于飞行员操作。 As shown in FIG. 1, the civil aircraft rudder brake pedal control device 100 can be generally simplified to a four-bar linkage mechanism, that is, the rocker arm 104 and the brake foot are controlled by the foot base 102 and the rudder pedal provided on the foot base 102. The ankle link 106 and the brake foot light crank 108 that connects the rudder pedal control rocker arm 104 and the brake pedal link 106 are formed. Wherein, the rudder pedal control rocker arm 104 rotates around the point A of the foot socket 102, and the brake pedal link 106 rotates around the point D of the ankle base 102; the rudder pedal control rocker arm 104 and the brake pedal crank 108 pivot At point B, the brake pedal link 106 and the brake pedal crank 108 are pivotally connected to each other at point C. The rudder brake pedal control device 100 also includes a rudder pedal 1 10 coupled to the aforementioned four-link mechanism for pilot operation.
为了实现所集成的刹车控制功能， 刹车脚蹬连杆 106 是可被压 縮的， 其上设置有套筒， 套筒内布置有保持一定的预压缩量的弹簧 以及响应弹簧弹性变形量的位移传感器， 在刹车脚蹬连杆 106 受压
变短时设置于其上的位移传感器向控制器发出代表弹簧变形的电信 号， 控制器响应该电信号对飞机的刹车控制装置发出刹车控制信号。 反之， 在刹车脚蹬连杆 106 并未变短时， 设置于其上的位移传感器 不向控制器发出代表弹簧连续变形的电信号， 控制器不产生刹车控 制信号。 In order to realize the integrated brake control function, the brake pedal link 106 is compressible, and a sleeve is arranged thereon, and a spring holding a certain pre-compression amount and a displacement in response to the spring elastic deformation amount are arranged in the sleeve. The sensor is under pressure at the brake pedal link 106 The displacement sensor disposed thereon becomes a electrical signal representing the deformation of the spring to the controller, and the controller sends a brake control signal to the brake control device of the aircraft in response to the electrical signal. On the other hand, when the brake pedal link 106 is not shortened, the displacement sensor disposed thereon does not emit an electric signal representing the continuous deformation of the spring to the controller, and the controller does not generate the brake control signal.
然而， 在实际飞机飞行途中， 即使当飞行员进行脚蹬方向舵控 制时也可能由于 B点处发生卡阻而导致脚蹬刹车控制， 虽然这种概 率较低。 However, during the actual flight of the aircraft, even when the pilot performs the pedal rudder control, the pedal brake control may occur due to the jamming at point B, although this probability is low.
具体地， 飞行员踩踏方向舵脚蹬 1 10 以使方向舵脚蹬控制摇臂 104绕 A点旋转， 如果 B点处没有发生卡阻， 即， 方向舵脚蹬控制 摇臂 104与刹车脚蹬曲柄 108、脚蹬踏板 1 10可自由转动时， 方向舵 脚蹬控制摇臂 104与刹车脚蹬曲柄 108之间的夹角 Θ可随该四连杆 机构的运动而自由调整， 刹车脚蹬连杆 106 的长度恒定， 弹簧不发 生连续变形， 传感器不向控制器发出表示弹簧连续变形的电信号， 控制器不产生刹车信号。 然而， 如果 B点处发生卡阻， 通过方向舵 脚蹬控制摇臂 104旋转进行方向舵控制时， Θ角将保持恒定， 因此 刹车脚蹬连杆 106将受压， 产生刹车传感信号， 引起非指令刹车。 Specifically, the pilot steps on the rudder pedal 1 10 to cause the rudder pedal control rocker arm 104 to rotate around point A. If no jam occurs at point B, that is, the rudder pedal control rocker arm 104 and the brake pedal crank 108, the foot When the pedal 1 10 is freely rotatable, the angle between the rudder pedal control rocker arm 104 and the brake pedal crank 108 can be freely adjusted according to the movement of the four-bar linkage mechanism, and the length of the brake pedal link 106 is constant. The spring does not continuously deform, and the sensor does not send an electrical signal to the controller indicating that the spring is continuously deformed, and the controller does not generate a brake signal. However, if a jam occurs at point B, when the rudder pedal is controlled to rotate the rocker arm 104 for rudder control, the corner angle will remain constant, so the brake pedal link 106 will be pressurized, generating a brake sensing signal, causing a non-command. brake.
众所周知， 飞行员在进行方向舵控制时， 不希望由于上述四连 杆机构的故障而发生了刹车。 发明内容 It is well known that when the pilot performs rudder control, it is not desirable to brake due to the failure of the above-described four-link mechanism. Summary of the invention
考虑到非指令刹车的严重后果， 为了对刹车控制功能加以保护， 并满足相关安全性和人机工效要求， 本发明提出引入一种控制装置 和控制方法， 判别方向舵脚蹬是否正常工作、 是否发生卡阻， 进而 能够有效预防发生非指令刹车。 通过本发明所公开的技术方案可以 有效地防止因方向舵脚蹬卡阻而导致非指令刹车的风险。 In view of the serious consequences of non-command braking, in order to protect the brake control function and meet relevant safety and ergonomic requirements, the present invention proposes to introduce a control device and a control method to determine whether the rudder pedal is working normally or not. Jamming, which can effectively prevent non-command braking. The risk of non-command braking caused by the rudder pedal jamming can be effectively prevented by the technical solution disclosed by the present invention.
本发明所公开的技术方案可以抑制非指令刹车这一安全性故障 的发生。 The technical solution disclosed by the present invention can suppress the occurrence of a safety failure such as a non-instruction brake.
本发明的目的， 在于克服传统飞机中方向舵脚蹬可能卡阻所导
致非指令刹车的故障， 提高飞机的安全性水平。 本发明易于实施， 可以有效地识别方向舵脚蹬的工作状态， 避免非指令刹车的发生。 The object of the present invention is to overcome the possibility that the rudder pedals may be jammed in a conventional aircraft. Failure to command brakes to improve the safety level of the aircraft. The invention is easy to implement, and can effectively recognize the working state of the rudder pedal and avoid the occurrence of non-command braking.
本发明通过独特的方式监测方向舵脚蹬的工作状态， 通过判断 飞机速度大于预定的决断速度 VI时是否发生卡阻，对刹车传感器的 信号进行有条件的筛选、 过滤。 一旦飞机速度大于决断速度 VI且方 向舵脚蹬发生卡阻， 刹车传感器自身的信号将不再直接引起刹车动 作， 从而避免非指令刹车的发生。 The invention monitors the working state of the rudder pedal by a unique method, and conditionally filters and filters the signal of the brake sensor by judging whether the aircraft speed is greater than the predetermined breaking speed VI. Once the aircraft speed is greater than the breaking speed VI and the steering rudder pedal is jammed, the brake sensor's own signal will no longer directly cause the braking action, thus avoiding the occurrence of non-command braking.
根据本发明的一个目的， 公开了一种用于飞机的方向舵脚蹬控制 装置， 其包括： 由脚蹬座、 设置在脚蹬座上的方向舵脚蹬控制摇臂 和刹车脚蹬连杆以及连接所述方向舵脚蹬控制摇臂和刹车脚磴连杆 的刹车脚蹬曲柄形成的四连杆机构以及与四连杆机构连接的方向舵 脚蹬。 其中， 刹车脚蹬连杆是可压缩的且布置有第一传感器， 当刹 车脚蹬曲柄相对方向舵脚蹬控制摇臂没有相对转动从而使刹车脚蹬 连杆被压缩时， 第一传感器产生刹车传感信号。 方向舵脚蹬控制装 置还包括： 第二传感器， 其用于感应刹车脚蹬曲柄相对方向舵脚蹬 控制摇臂之间的转动； 速度比较器， 其用于将飞机的当前速度和预 定速度进行比较； 控制器， 其电连接第一传感器、 第二传感器和速 度比较器， 并且， 当第二传感器感应到刹车脚蹬曲柄相对方向舵脚 蹬控制摇臂没有相对转动并且速度比较器所比较的当前速度大于预 定速度时， 控制器屏蔽第一传感器产生的刹车传感信号。 According to an aspect of the present invention, a rudder pedal control device for an aircraft is disclosed, comprising: a rocker arm and a brake pedal link and a connection by a pedal seat, a rudder pedal disposed on the ankle seat The rudder pedal controls a four-bar linkage formed by a brake pedal crank of the rocker arm and the brake pedal link, and a rudder pedal connected to the four-bar linkage. Wherein, the brake pedal link is compressible and is arranged with a first sensor. When the brake pedal crank is opposite to the rudder pedal control rocker arm without relative rotation so that the brake pedal link is compressed, the first sensor generates brake transmission Sense signal. The rudder pedal control device further includes: a second sensor for sensing rotation between the brake pedal crank and the rudder pedal control rocker arm; and a speed comparator for comparing the current speed of the aircraft with the predetermined speed; a controller electrically connected to the first sensor, the second sensor, and the speed comparator, and when the second sensor senses the brake pedal, the crankshaft is opposite to the rudder pedal, the rocker arm is not rotated, and the current speed of the speed comparator is greater than At a predetermined speed, the controller shields the brake sensing signal generated by the first sensor.
具体地， 第二传感器为弹簧套筒传感器。 Specifically, the second sensor is a spring sleeve sensor.
更具体地， 弹簧套筒传感器至少包括套筒和设置在套筒内的弹 簧。 More specifically, the spring sleeve sensor includes at least a sleeve and a spring disposed within the sleeve.
更具体地， 方向舵脚蹬控制装置还包括中间连杆， 中间连杆穿 过套筒并且其使得弹簧双向可压缩地耦接在中间连杆上， 中间连杆 的一端枢接到方向舵脚蹬控制摇臂和刹车脚蹬连杆的其中之一上， 中间连杆的另一端可转动并可伸缩地搭接到方向舵脚蹬控制摇臂和 刹车脚蹬曲柄的另一个的某处。 More specifically, the rudder pedal control device further includes an intermediate link that passes through the sleeve and that causes the spring to be bi-directionally compressibly coupled to the intermediate link, one end of the intermediate link being pivoted to the rudder pedal control On one of the rocker arm and the brake pedal link, the other end of the intermediate link is rotatably and telescopically coupled to the other side of the rudder pedal control rocker arm and the brake pedal crank.
选择性地， 第二传感器为角位移传感器。
具体地， 角位移传感器设置在方向舵脚蹬控制摇臂和刹车脚蹬 曲柄之间的枢转轴上。 Optionally, the second sensor is an angular displacement sensor. Specifically, the angular displacement sensor is disposed on a pivot shaft between the rudder pedal control rocker arm and the brake pedal crank.
根据本发明的另一个目的， 还公开了一种用于飞机的方向舵脚蹬 控制方法， 其包括： 判断刹车脚蹬连杆是否被压缩以使得被压縮时 产生第一传感信号； 确定方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间 是否存在相对转动并比较飞机的当前速度和预定速度， 以使得当不 存在相对转动并且飞机的当前速度大于预定速度时产生第二传感信 号； 以及第二传感信号屏蔽刹车传感信号。 According to another object of the present invention, a rudder pedal control method for an aircraft is disclosed, comprising: determining whether a brake pedal link is compressed such that a first sensing signal is generated when compressed; determining a rudder Whether the pedal controls the relative rotation between the rocker arm and the brake pedal crank and compares the current speed and the predetermined speed of the aircraft such that the second sensing signal is generated when there is no relative rotation and the current speed of the aircraft is greater than the predetermined speed; The second sensing signal shields the brake sensing signal.
具体地， 确定方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间是否存 在相对转动是通过设置在方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间 的弹簧套筒传感器来实现的。 Specifically, determining whether there is relative rotation between the rudder pedal control rocker arm and the brake pedal crank is achieved by a spring sleeve sensor disposed between the rudder pedal control rocker arm and the brake pedal crank.
具体地， 确定方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间是否存 在相对转动是通过设置在方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间 的枢转轴上的角位移传感器实现的。 Specifically, determining whether there is relative rotation between the rudder pedal control rocker arm and the brake pedal crank is achieved by an angular displacement sensor disposed on a pivot shaft between the rudder pedal control rocker arm and the brake pedal crank.
本发明的技术效果如下： The technical effects of the present invention are as follows:
在本发明中， 非指令刹车由单点故障导致变为由两次故障导致， 其发生的条件为 "方向舵脚蹬发生卡阻" 与 "第二传感器发出错误 信号" 两个独立事件同时发生。 因此， 非指令刹车的发生概率为上 述两事件的概率乘积。 参考相关民用飞机方向舵刹车脚蹬的故障概 率（l xe'G7) , 及第二传感器的常见故障概率（l xe-Q0)后， 可计算出发生 非指令刹车故障的概率为： （l xe-°7)*(l xe-°6)=l xe-。13，满足了典型民用 飞机对非指令刹车的 l xe-Q9的失效概率要求。 因此， 采用本发明的技 术方案后， 方向舵刹车脚蹬单点卡阻直接导致非指令刹车的故障将 可避免。 In the present invention, the non-command brake is caused by a single point of failure to be caused by two failures, which occur under the condition that "the rudder pedal jamming" and the "second sensor erroneous signal" occur simultaneously. Therefore, the probability of occurrence of a non-instructed brake is the probability product of the above two events. Referring to the failure probability of the relevant civil aircraft rudder brake pedal (l xe' G7 ) and the common fault probability of the second sensor (l xe- Q0 ), the probability of occurrence of a non-commanded brake fault can be calculated as: (lx e - ° 7 )*(lx e -° 6 )=lx e -. 13 , to meet the failure probability requirements of typical civil aircraft l xe- Q9 for non-command braking. Therefore, after adopting the technical solution of the present invention, the single-point jam of the rudder brake pedal directly causes the failure of the non-command brake to be avoided.
为了满足特定飞行阶段刹车功能的可用性与完整性， 可根据飞 机剎车系统构架而对第二传感器采用余度配置， 并合理使用信号， 优化控制方法。 附图说明
为了解释本发明， 将在下文中参考附图描述其示例性实施方式， 附图中： In order to meet the availability and integrity of the braking function in a specific flight phase, the second sensor can be configured with redundancy according to the structure of the aircraft braking system, and the signal can be reasonably used to optimize the control method. DRAWINGS In order to explain the present invention, an exemplary embodiment thereof will be described hereinafter with reference to the accompanying drawings in which:
图 1是现有技术的方向舵脚蹬控制装置的简化机构图； Figure 1 is a simplified structural view of a prior art rudder pedal control device;
图 2是本发明的方向舵脚蹬控制装置的第一种实施方式当方向 舵脚蹬处于中立位置时的简化机构图； Figure 2 is a simplified structural view of the first embodiment of the rudder pedal control device of the present invention when the rudder pedal is in the neutral position;
图 3是本发明的方向舵脚蹬控制装置的第一种实施方式当方向 舵脚蹬处于向前操作时的简化机构图； Figure 3 is a simplified structural view of the first embodiment of the rudder pedal control device of the present invention when the rudder pedal is in forward operation;
图 4是本发明的方向舵脚蹬控制装置的第一种实施方式当方向 舵脚蹬处于向后操作时的简化机构图； Figure 4 is a simplified structural view of the first embodiment of the rudder pedal control device of the present invention when the rudder pedal is in a backward operation;
图 5是本发明的方向舵脚蹬控制装置的第二种实施方式当方向 舵脚蹬处于中立位置时的简化机构图； Figure 5 is a simplified structural view of the second embodiment of the rudder pedal control device of the present invention when the rudder pedal is in the neutral position;
图 6是本发明的方向舵脚蹬控制装置的第二种实施方式当方向 舵脚蹬处于向前操作时的筒化机构图； Figure 6 is a view showing a tubular mechanism of the rudder pedal control device of the present invention when the rudder pedal is in the forward operation;
图 7是本发明的方向舵脚蹬控制装置的第二种实施方式当方向 舵脚蹬处于向后操作时的简化机构图； Figure 7 is a simplified structural view of the second embodiment of the rudder pedal control device of the present invention when the rudder pedal is in a backward operation;
图 8是本发明的方向舵脚蹬控制方法的流程图。 Figure 8 is a flow chart of the rudder pedal control method of the present invention.
不同图中的相似特征由相似的附图标记指示。 具体实施方式 Similar features in different figures are indicated by like reference numerals. detailed description
如图 2-图 4所示， 公开了本发明的第一种实施方式。 As shown in Figures 2 to 4, a first embodiment of the present invention is disclosed.
在方向舵刹车控制装置 200 中， 由脚蹬座 202、 设置在脚蹬座 202上的方向舵脚蹬控制摇臂 204和刹车脚磴连杆 206以及连接方向 舵脚蹬控制摇臂 204和刹车脚蹬连杆 206的刹车脚蹬曲柄 208形成 为四连杆机构。 其中， 方向舵脚蹬控制摇臂 204绕脚蹬座 202的 A 点旋转， 刹车脚蹬连杆 206绕脚蹬座 202的 D点旋转； 方向舵脚蹬 控制摇臂 204和刹车脚蹬曲柄 208彼此枢接于 B点， 刹车脚蹬连杆 206和刹车脚蹬曲柄 208彼此枢接于 C点。 该方向舵刹车脚蹬控制 装置 200还包括与前述四连杆机构耦接的方向舵脚蹬 210,用于飞行 员操作。
另外， 谅方向舵刹车脚蹬控制装置 200还包括中间连杆 212， 该 中间连杆 212的一端枢接到 C点另一端搭接到方向舵脚蹬控制摇臂 204上的某处 （如点 E ) ， 所谓 "搭接" 指的是该中间连杆 212既可 以相对方向舵脚蹬控制摇臂 204转动也可以平移， 此处的伸缩指的 是三角形 BCE的底边 CE的边长是可变化的。 In the rudder brake control device 200, the rocker arm 204 and the brake pedal link 206 are controlled by the stern 202, the rudder pedal provided on the sill 202, and the rudder pedal control rocker 204 and the brake pedal are connected. The brake pedal crank 208 of the lever 206 is formed as a four-bar linkage mechanism. Wherein, the rudder pedal control rocker arm 204 rotates around the point A of the ankle seat 202, and the brake pedal link 206 rotates around the point D of the ankle seat 202; the rudder pedal control rocker arm 204 and the brake pedal crank 208 pivot At point B, the brake pedal link 206 and the brake pedal crank 208 are pivotally connected to each other at point C. The rudder brake pedal control device 200 also includes a rudder pedal 210 coupled to the aforementioned four-bar linkage for pilot operation. In addition, the rudder brake pedal control device 200 further includes an intermediate link 212, one end of which is pivoted to the other end of the C point and is spliced to somewhere on the rudder pedal control rocker arm 204 (such as point E). The so-called "lap" means that the intermediate link 212 can control the rocker arm 204 to rotate or translate relative to the rudder pedal. Here, the extension means that the side length CE of the triangular BCE is variable.
该方向舵刹车脚蹬控制装置 200还包括第二传感器 214,具体地 该第二传感器 214 为弹簧套筒传感器， 该弹簧套筒传感器至少包括 套筒 214a和设置在套筒 214a内弹簧 214b。 前述的中间连杆 212穿 过套筒 214a并且使得弹簧 214b双向可压缩地耦接在该中间连杆 212 上。 The rudder brake pedal control device 200 also includes a second sensor 214, specifically the second sensor 214 is a spring sleeve sensor that includes at least a sleeve 214a and a spring 214b disposed within the sleeve 214a. The aforementioned intermediate link 212 passes through the sleeve 214a and causes the spring 214b to be bi-directionally compressibly coupled to the intermediate link 212.
结合图 8, 在具体操作中， 例如从图 2的状态到图 3的状态， 或 者从图 2的状态到图 4的状态， 飞行员踩踏方向舵脚蹬 210以使方 向舵脚蹬控制摇臂 204绕 A点旋转， 如果 B点处没有发生卡阻， 即， 方向舵脚蹬控制摇臂 204与刹车脚蹬曲柄 208、脚蹬踏板 210可自由 转动时， 方向舵脚蹬控制摇臂 204与刹车脚蹬曲柄 208之间的夹角 可随该四连杆机构的运动而自由调整， 刹车脚蹬连杆 206 的长度恒 定， 弹簧的变形量恒定（即， 仍为预置压缩量） ， 刹车脚蹬连杆 206 上设置的第一传感器 （未示出） 不向控制器发出表示弹簧连续变形 的电信号， 控制器不产生刹车信号。 8, in a specific operation, such as from the state of FIG. 2 to the state of FIG. 3, or from the state of FIG. 2 to the state of FIG. 4, the pilot steps on the rudder pedal 210 to cause the rudder pedal to control the rocker arm 204 around A. Point rotation, if no jam occurs at point B, that is, when the rudder pedal control rocker arm 204 and the brake pedal crank 208 and the pedal pedal 210 are freely rotatable, the rudder pedal control rocker arm 204 and brake pedal crank 208 The angle between the two can be freely adjusted according to the movement of the four-bar linkage mechanism, the length of the brake pedal link 206 is constant, the deformation amount of the spring is constant (that is, the preset compression amount is still), and the brake pedal link 206 The first sensor (not shown) provided above does not emit an electrical signal to the controller indicating continuous deformation of the spring, and the controller does not generate a brake signal.
如果 B点处发生卡阻， 通过方向舵脚蹬控制摇臂 204旋转进行 方向舵控制时， 方向舵脚蹬控制摇臂 204和刹车脚蹬曲柄 208之间 的角度将保持恒定， 因此刹车脚蹬连杆 206将受压， 第一传感器将 产生第一传感信号 （即， 刹车传感信号） 并传输给控制器。 同时， 由于刹车脚蹬曲柄 208相对方向舵脚蹬控制摇臂 204之间没有发生 转动， 故第二传感器 214 的弹簧变形量保持恒定， 作为结果， 该第 二传感器 214感应到卡阻， 并将该信号传递至控制器。 当飞机的当 前速度大于预定的决断速度 VI时，读第二传感器 214产生第二传感 信号， 控制器接受到该第二传感信号后屏蔽第一传感器发出的刹车 传感信号。 这样， 避免了非指令刹车。
如图 5-图 7所示， 公开了本发明的第二种实施方式。 If a jam occurs at point B, and the rudder pedal is controlled to rotate by the rudder pedal to perform rudder control, the angle between the rudder pedal control rocker arm 204 and the brake pedal crank 208 will remain constant, so the brake pedal link 206 Will be pressurized, the first sensor will generate a first sensing signal (ie, a brake sensing signal) and transmit it to the controller. At the same time, since the brake pedal 208 does not rotate relative to the rudder pedal control rocker 204, the spring deformation amount of the second sensor 214 remains constant, and as a result, the second sensor 214 senses the jam, and the The signal is passed to the controller. When the current speed of the aircraft is greater than the predetermined breaking speed VI, the second sensor 214 is read to generate a second sensing signal, and the controller receives the second sensing signal to shield the brake sensing signal from the first sensor. In this way, non-instructed brakes are avoided. As shown in Figures 5-7, a second embodiment of the present invention is disclosed.
在方向舵刹车控制装置 300 中， 由脚蹬座 302、 设置在脚蹬座 302上的方向舵脚蹬控制摇臂 304和刹车脚蹬连杆 306以及连接方向 舵脚蹬控制摇臂 304和刹车脚蹬连杆 306的刹车脚蹬曲柄 308形成 为四连杆机构。 其中， 方向舵脚蹬控制摇臂 304绕脚蹬座 302的 A 点旋转， 刹车脚蹬连杆 306绕脚蹬座 302的 D点旋转； 方向舵脚蹬 控制摇臂 304和刹车脚蹬曲柄 308彼此枢接于 B点， 刹车脚蹬连杆 306和刹车脚蹬曲柄 308彼此枢接于 C点。 该方向舵刹车脚蹬控制 装置 300还包括与前述四连杆机构耦接的方向舵脚蹬 310,用于飞行 员操作。 In the rudder brake control device 300, the rocker arm 304 and the brake pedal link 306 are controlled by the stern 302, the rudder pedal provided on the sill 302, and the rudder pedal control rocker arm 304 and the brake pedal are connected. The brake pedal crank 308 of the lever 306 is formed as a four-bar linkage mechanism. Wherein, the rudder pedal control rocker arm 304 rotates around the point A of the ankle seat 302, and the brake pedal link 306 rotates around the point D of the ankle seat 302; the rudder pedal control rocker arm 304 and the brake pedal crank 308 pivot At point B, the brake pedal link 306 and the brake pedal crank 308 are pivotally connected to each other at point C. The rudder brake pedal control device 300 also includes a rudder pedal 310 coupled to the aforementioned four-bar linkage for flight operator operation.
该方向舵刹车脚蹬控制装置 300还包括第二传感器 312,具体地 i 第二传感器 312为角位移传感器 ,该角位移传感器设置在枢接点 B 上， 即， 方向舵脚蹬控制摇臂 304和刹车脚蹬曲柄 308之间的转动 轴或枢接座上， 用于感应两者之间转动的相对角度。 The rudder brake pedal control device 300 further includes a second sensor 312. Specifically, the second sensor 312 is an angular displacement sensor, and the angular displacement sensor is disposed at the pivot point B, that is, the rudder pedal controls the rocker arm 304 and the brake foot. The rotating shaft or the pivoting seat between the cranks 308 is used to sense the relative angle of rotation between the two.
结合图 8 , 在具体操作中， 例如从图 5的状态到图 6的状态， 或 者从图 5的状态到图 7的状态， 飞行员踩踏方向舵脚蹬 310以使方 向舵脚蹬控制摇臂 304绕 A点旋转， 如果 B点处没有发生卡阻， 即， 方向舵脚蹬控制摇臂 304与刹车脚蹬曲柄 308、脚蹬踏板 310可自由 转动时， 方向舵脚蹬控制摇臂 304与刹车脚蹬曲柄 308之间的夹角 可随该四连杆机构的运动而自由调整， 刹车脚蹬连杵 306 的长度恒 定， 弹簧的变形量恒定（即， 仍为预置压缩量） ， 刹车脚蹬连杆 306 上设置的第一传感器 （未示出） 不向控制器发出表示弹簧连续变形 的电信号， 控制器不产生剎车信号。 Referring to FIG. 8, in a specific operation, such as from the state of FIG. 5 to the state of FIG. 6, or from the state of FIG. 5 to the state of FIG. 7, the pilot steps on the rudder pedal 310 to cause the rudder pedal to control the rocker arm 304 around A. Point rotation, if no jam occurs at point B, that is, when the rudder pedal control rocker arm 304 and the brake pedal crank 308 and the pedal pedal 310 are freely rotatable, the rudder pedal control rocker arm 304 and brake pedal crank 308 The angle between the two can be freely adjusted according to the movement of the four-bar linkage mechanism, the length of the brake pedal 蹬 306 is constant, the deformation amount of the spring is constant (that is, the preset compression amount is still), and the brake pedal link 306 The first sensor (not shown) provided above does not emit an electrical signal to the controller indicating continuous deformation of the spring, and the controller does not generate a brake signal.
如果 B点处发生卡阻， 通过方向舵脚蹬控制摇臂 304旋转进行 方向舵控制时， 方向舵脚蹬控制摇臂 304和刹车脚蹬曲柄 308之间 的角度将保持恒定， 因此刹车脚蹬连杆 306将受压， 第一传感器将 产生第一传感信号 （即， 刹车传感信号） 并传输给控制器。 同时， 由于刹车脚蹬曲柄 308相对方向舵脚蹬控制摇臂 304之间没有发生 相对转动， 故第二传感器 314感应的角位移量没有变化， 作为结果，
该第二传感器 314感应到卡阻， 并将该信号传递至控制器。 当飞机 的当前速度大于预定的决断速度 VI时，该第二传感器 314向控制器 发出第二传感信号， 控制器接受该第二传感信号后屏蔽第一传感器 发出的刹车传感信号。 这样， 避免了非指令刹车。 If a jam occurs at point B, and the rudder pedal is controlled to rotate by the rudder pedal to perform rudder control, the angle between the rudder pedal control rocker arm 304 and the brake pedal crank 308 will remain constant, so the brake pedal link 306 Will be pressurized, the first sensor will generate a first sensing signal (ie, a brake sensing signal) and transmit it to the controller. At the same time, since the brake pedal 308 does not rotate relative to the rudder pedal control rocker 304, the angular displacement induced by the second sensor 314 does not change. As a result, The second sensor 314 senses the jam and transmits the signal to the controller. When the current speed of the aircraft is greater than the predetermined breaking speed VI, the second sensor 314 sends a second sensing signal to the controller, and the controller receives the second sensing signal to shield the brake sensing signal from the first sensor. In this way, non-instructed brakes are avoided.
本发明不以任何方式限制于在说明书和附图中呈现的示例 ' 1±实 施方式。 示出以及描述的实施方式 （的部分） 的所有组合明确地理 解为并入该说明书之内并且明确地理解为落入本发明的范围内。 而 且， 在如权利要求书概括的本发明的范围内， 很多变形是可能的。 此外， 不应该将权利要求书中的任何参考标记构造为限制本发明的 范围。
The invention is not limited in any way to the examples presented in the specification and the drawings. All combinations of the parts of the embodiment shown and described are clearly understood to be within the scope of the invention and are expressly understood to fall within the scope of the invention. Moreover, many variations are possible within the scope of the invention as set forth in the claims. In addition, any reference signs in the claims should not be construed as limiting the scope of the invention.
Claims
1. 一种用于飞机的方向舵脚蹬控制装置， 其包括： 由脚蹬座、 设 置在所述脚蹬座上的方向舵脚蹬控制摇臂和刹车脚蹬连杆以及连接 所述方向舵脚蹬控制摇臂和刹车脚蹬连杆的刹车脚蹬曲柄形成的四 连杆机构以及与所述四连杆机构连接的方向舵脚蹬， 所述刹车脚蹬 连杆是可压缩的且布置有第一传感器， 当所述刹车脚蹬曲柄相对所 述方向舵脚蹬控制摇臂没有相对转动从而使所述刹车脚蹬连杆被压 缩时， 所述第一传感器产生刹车传感信号； 1. A rudder pedal control device for an aircraft, which includes: a pedal seat, a rudder pedal arranged on the pedal seat, a rocker arm and a brake pedal connecting rod, and a connecting rod connecting the rudder pedal A four-bar linkage formed by a brake pedal crank that controls a rocker arm and a brake pedal link, and a rudder pedal connected to the four-bar linkage, the brake pedal link being compressible and arranged with a first Sensor, when the brake pedal crank does not rotate relative to the rudder pedal control rocker arm so that the brake pedal connecting rod is compressed, the first sensor generates a brake sensing signal;
其特征在于， 所述方向舵脚蹬控制装置还包括： It is characterized in that the rudder pedal control device also includes:
第二传感器， 其用于感应所述刹车脚蹬曲柄相对所述方向舵脚蹬 控制摇臂之间的转动； a second sensor, which is used to sense the rotation of the brake pedal crank relative to the rudder pedal control rocker arm;
速度比较器， 其用于将飞机的当前速度和预定速度进行比较； 控制器， 其电连接所述第一传感器、 所述第二传感器和所述速度 比较器， 并且， 当所述第二传感器感应到所述刹车脚蹬曲柄相对所 述方向舵脚蹬控制摇臂没有相对转动并且所述速度比较器所比较的 当前速度大于预定速度时， 所述控制器屏蔽所述第一传感器产生的 刹车传感信号。 a speed comparator for comparing the current speed of the aircraft with a predetermined speed; a controller that is electrically connected to the first sensor, the second sensor and the speed comparator, and when the second sensor When sensing that the brake pedal crank has no relative rotation relative to the rudder pedal control rocker arm and the current speed compared by the speed comparator is greater than a predetermined speed, the controller blocks the brake transmission generated by the first sensor. sense signal.
2. 根据权利要求 1所述的方向舵脚蹬控制装置， 其特征在于， 所 述第二传感器为弹簧套筒传感器。 2. The rudder pedal control device according to claim 1, wherein the second sensor is a spring sleeve sensor.
3. 根据权利要求 2所述的方向舵脚蹬控制装置， 其特征在于， 所 述弹簧套筒传感器至少包括套筒、 设置在套筒内的弹簧和位移传感 器， 所述位移传感器用于感应所述弹簧的线性位移。 3. The rudder pedal control device according to claim 2, characterized in that the spring sleeve sensor at least includes a sleeve, a spring arranged in the sleeve and a displacement sensor, the displacement sensor is used to sense the Linear displacement of the spring.
4. 根椐权利要求 3所述的方向舵脚蹬控制装置， 其特征在于， 方 向舵脚蹬控制装置还包括中间连杆， 所述中间连杆穿过所述套筒并 且其使得所述弹簧双向可压缩地耦接在所述中间连杆上， 所述中间
连杆的一端枢接到所述方向舵脚蹬控制摇臂和所述刹车脚蹬连杆的 其中之一上， 所述中间连杆的另一端可转动并可伸缩地搭接到所述 方向舵脚蹬控制摇臂和刹车脚蹬曲柄的另一个的某处。 4. The rudder pedal control device according to claim 3, characterized in that the rudder pedal control device further includes an intermediate link, the intermediate link passes through the sleeve and makes the spring bidirectionally operable. Compressively coupled to the middle connecting rod, the middle One end of the connecting rod is pivotally connected to one of the rudder pedal control rocker arm and the brake pedal connecting rod, and the other end of the intermediate connecting rod is rotatably and telescopically connected to the rudder foot. The pedal control rocker arm and the brake pedal crank are somewhere on the other side.
5. 根据权利要求 1所述的方向舵脚蹬控制装置， 其特征在于， 所 述第二传感器为角位移传感器。 5. The rudder pedal control device according to claim 1, wherein the second sensor is an angular displacement sensor.
6. 根据权利要求 5所述的方向舵脚蹬控制装置， 其特征在于， 所 述角位移传感器设置在所述方向舵脚蹬控制摇臂和所述刹车脚蹬曲 柄之间的枢转轴上。 6. The rudder pedal control device according to claim 5, characterized in that the angular displacement sensor is provided on the pivot axis between the rudder pedal control rocker arm and the brake pedal crank.
7. 一种用于飞机的方向舵脚蹬控制方法， 其包括： 7. A rudder pedal control method for an aircraft, which includes:
判断刹车脚蹬连杆是否被压缩以使得被压缩时产生第一传感信 号； Determine whether the brake pedal linkage is compressed so that a first sensing signal is generated when compressed;
确定方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间是否存在相对转动 并比较飞机的当前速度和预定速度， 以使得当不存在相对转动并且 飞机的当前速度大于预定速度时产生第二传感信号； 以及所述第二 传感信号传递至控制器以屏蔽所述第一传感信号。 Determine whether there is relative rotation between the rudder pedal control rocker arm and the brake pedal crank and compare the current speed of the aircraft with the predetermined speed, so that when there is no relative rotation and the current speed of the aircraft is greater than the predetermined speed, a second sensing signal is generated ; And the second sensing signal is transmitted to the controller to shield the first sensing signal.
8. 根据权利要求 7所述的方向舵脚蹬控制方法， 其特征在于， 确 定方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间是否存在相对转动是通 过设置在方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间的弹簧套筒传感 器来实现的。 8. The rudder pedal control method according to claim 7, wherein determining whether there is relative rotation between the rudder pedal control rocker arm and the brake pedal crank is by setting the rudder pedal control rocker arm and the brake pedal. This is achieved by using a spring sleeve sensor between the pedal cranks.
9. 根据权利要求 7所述的方向舵脚蹬控制方法， 其特征在于， 确定方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间是否存在相对转动是 通过设置在方向舵脚蹬控制摇臂和刹车脚蹬曲柄之间的枢转轴上的 角位移传感器实现的。
9. The rudder pedal control method according to claim 7, characterized in that, determining whether there is relative rotation between the rudder pedal control rocker arm and the brake pedal crank is by setting the rudder pedal control rocker arm and the brake pedal. This is achieved by an angular displacement sensor on the pivot axis between the pedal cranks.
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| CN201310005266.0 | 2013-01-07 | ||
| CN201310005266.0A CN103057697B (en) | 2013-01-07 | 2013-01-07 | Rudder pedal control device and control method for airplane |
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| WO2014106428A1 true WO2014106428A1 (en) | 2014-07-10 |
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| PCT/CN2013/089347 WO2014106428A1 (en) | 2013-01-07 | 2013-12-13 | Rudder pedal control device and control method for airplane |
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| CN (1) | CN103057697B (en) |
| WO (1) | WO2014106428A1 (en) |
Cited By (3)
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| EP3456626A4 (en) * | 2017-04-06 | 2020-04-29 | Commercial Aircraft Corporation Of China, Ltd. | Electric pedal control device for aircraft |
| WO2021087139A3 (en) * | 2019-11-01 | 2021-06-24 | Woodward, Inc. | Rudder and brake pedal assembly |
| US11225322B2 (en) | 2018-04-16 | 2022-01-18 | Ratier-Figeac Sas | Brake rod |
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| CN103057697B (en) * | 2013-01-07 | 2015-05-13 | 中国商用飞机有限责任公司 | Rudder pedal control device and control method for airplane |
| FR3029502B1 (en) * | 2014-12-08 | 2018-03-23 | Airbus Operations | PALONNIER FOR AN AIRCRAFT |
| FR3031959B1 (en) * | 2015-01-27 | 2017-02-17 | Ratier Figeac Soc | METHOD AND DEVICE FOR CONJUGATING CONTROL RODS |
| CN108216597B (en) * | 2017-12-20 | 2021-03-26 | 西安航空制动科技有限公司 | Non-instruction brake inhibition system |
| CN109703779B (en) * | 2018-10-26 | 2022-05-27 | 中国飞行试验研究院 | Control law design method for PIO research of civil telex |
| CN109703777B (en) * | 2018-10-26 | 2022-04-19 | 中国飞行试验研究院 | Control surface blocking system for fly test of telex transport type airplane |
| CN110920873A (en) * | 2019-12-13 | 2020-03-27 | 北京青云航空仪表有限公司 | Pedal brake mechanism based on torsion bar |
| US11505167B2 (en) * | 2020-01-06 | 2022-11-22 | The Boeing Company | Aircraft brake control systems |
| CN114394227A (en) * | 2022-03-21 | 2022-04-26 | 中国商用飞机有限责任公司 | Force-sensing brake device, brake system, brake control method and airplane |
| CN118405256B (en) * | 2024-07-01 | 2024-08-23 | 中国商用飞机有限责任公司 | Warning system and warning method for preventing incorrect operation of rudder pedals of an aircraft |
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| CN202189480U (en) * | 2011-07-28 | 2012-04-11 | 北京蓝天航空科技有限责任公司 | General simulation pedal |
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| WO2021087139A3 (en) * | 2019-11-01 | 2021-06-24 | Woodward, Inc. | Rudder and brake pedal assembly |
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| CN103057697A (en) | 2013-04-24 |
| CN103057697B (en) | 2015-05-13 |
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