Speed ​​brake control device and aircraft

Abstract

This invention relates to a speed brake control device, comprising: a control housing including a control guide groove with multiple gear position indicators corresponding to a speed brake pre-position, a speed brake retracted position, and at least one speed brake open position; a speed brake handle including a fixed rod head and a connecting rod, wherein the connecting rod is movable along the control guide groove; and a locking device including a locking button engaged with the fixed rod head, the locking button being displaceable between a first and a second position, such that when the speed brake handle is in the speed brake pre-position or speed brake retracted position, the locking button is in the first position, and when the speed brake handle is in at least one speed brake open position, the locking button is in the second position. Thus, the locking button can be in different positions when the speed brake handle is in different gear positions, allowing for direct perception of the locking button's position change when operating the speed brake handle, thereby preventing accidental operation. This invention also relates to an aircraft.

Description

Technical Field

[0001] This invention belongs to the field of transportation aircraft and relates to a speed brake control device, particularly a mechanism to prevent accidental activation of the speed brake handle of the main flight control system in an aircraft cockpit. Additionally, this invention also relates to an aircraft. Background Technology

[0002] During flight testing of a certain type of aircraft, it was discovered that flight crews were prone to misoperation when retracting the speed brake handle from its pre-positioned state. For example, the handle might be pulled back slightly, deviating from the retracted position by a certain angle. This could cause the speed brake to open to a certain angle without the flight crew's notice, increasing the aircraft's energy consumption (e.g., fuel consumption), which is detrimental to the economics of airline operations and also poses certain safety hazards. Therefore, it is necessary to optimize the design of the speed brake handle, for example, by adding corresponding anti-misoperation measures.

[0003] Aircraft such as airplanes (e.g., civil aircraft) have speed brake levers located in the cockpit, typically including retraction, pre-position, and engagement positions. The retraction, pre-position, and engagement of the aircraft's speed brakes can be controlled by moving the speed brake lever back and forth. Additionally, the speed brake lever positions can be switched or moved into / out of corresponding position slots by pulling or pressing the lever. The inventors have observed that existing speed brake lever levers do not have anti-accidental activation button switches.

[0004] For the first type of existing transport aircraft speed brake handle, its lever head does not have a separate button or switch; its travel is marked with four positions from front to back: GND, SPLRS, ARMED, RET, 1 / 2, and FULL. Figure 1 As shown, these correspond to the gearshift lever's pre-position, retract, 1 / 2 stop, and fully open positions, respectively. The gearshift lever can be lifted from the RET position to the ARMED position, and pressed down from the ARMED position to the RET position. Moving the lever backward from the RET position to the FULL position corresponds to the gearshift lever opening, and moving it forward from the FULL position to the RET position corresponds to the gearshift lever retracting. The 1 / 2 position is marked as the stop position. The gearshift lever can be continuously operated between RET and 1 / 2 positions, and between 1 / 2 and FULL positions. When the automatic control logic of the gearshift lever is triggered, if the actual control command for the gearshift lever is inconsistent with the position of the gearshift lever, the gearshift lever will not move automatically.

[0005] For the second type of existing technology for transport aircraft speed brake handles, the lever head does not have a separate button or switch; its travel is marked with four positions from front to back: DOWN, ARMEDIATE, FLIGHT DETENT, and UP. Figure 2As shown, these correspond to the retracted, pre-positioned, fully open in the air, and fully open on the ground positions, respectively. The speed brake handle can be continuously operated between the ARMED and UP positions. When the speed brake handle is in the DOWN, ARMED, and FLIGHT DETENT positions, it can be pressed down into the slot, serving as both the active switch and a function to prevent accidental forward or backward activation of the gear position. The speed brake handle does not have a slot function in other positions. In scenarios such as aborted takeoff or landing, the speed brake will automatically open, and the mechanical structure will cause the speed brake handle to pop upward from the slot and automatically move forward or backward to the desired position.

[0006] It can be seen that for the existing speed brake handle, the lever head does not have a separate switch button, which may lead to problems such as accidental touch, misoperation, and weak sensing after the lever is in position in actual use.

[0007] For the speed brake handle of the first type of prior art transport aircraft described above, there is no anti-misoperation design in the RET position, and misoperation frequently occurs, especially among trainees and new co-pilots. In response, the OEM (Original Equipment Manufacturer) modified the crew operating procedures to delay the release of the speed brake handle from its pre-position, aiming to reduce the harm of accidental speed brake activation and increase the likelihood of another pilot noticing the misoperation. However, from the perspective of the speed brake handle design or its structure, the possibility of accidental activation has not been reduced.

[0008] Regarding the speed brake handle of the second type of prior art transport aircraft described above, there have been multiple abnormal incidents where the speed brake handle was not fully in the down position during takeoff, triggering takeoff status warnings and causing takeoff aborts. If insufficient forward and downward force was applied when manually retracting the speed brake handle during the previous landing, the handle may not fully enter the down position, preventing the actuator at the front of the handle from moving downwards and activating the switch, thus triggering a takeoff warning on the next takeoff. For pilots, it is easy to visually confirm whether the handle is in the slot, but it is not easy to see whether the switch is activated. In response, the OEM issued a NOTAM requiring pilots of this type of aircraft to standardize the use of the speed brake handle during ground operations, requiring sufficient forward and downward force when retracting the speed brake handle, without modifying the speed brake handle design itself. This type of speed brake handle, under standardized operation, can avoid the problems of misoperation and incomplete engagement, but compared to the first type of speed brake handle, the operation and judgment of the handle's engagement are slightly more complex, and the crew lacks intuitive perception of whether the handle is in the correct position.

[0009] Therefore, there is an urgent need to optimize the structure of the speed brake control device in order to provide an improved speed brake control device that can overcome one or more of the disadvantages of the prior art. Summary of the Invention

[0010] The purpose of this invention is to provide a speed brake control device, particularly a speed brake handle with an anti-accidental touch function, such as an anti-accidental touch function in the retracted position of the speed brake. The locking button on the handle tip prevents accidental touch or operation of the speed brake handle by the unit. The arrangement and operation of the locking button take into account the convenience and comfort of unit operation. The unit can intuitively perceive different locking positions through the tactile feedback of different states of the locking button (e.g., popped-out or pressed-down).

[0011] According to one aspect of the present invention, a speed brake control device is provided, which may include:

[0012] The control box includes a control guide groove, which includes multiple gear indicators corresponding to the speed reducer pre-position, speed reducer retracted position, and at least one speed reducer open position.

[0013] A speed brake handle, comprising a fixed rod head and a connecting rod, wherein the connecting rod is movable along a control guide groove; and

[0014] The locking device includes a locking button that engages with a fixed rod head, the locking button being movable between a first position and a second position.

[0015] The locking device is configured such that when the speed reducer handle is in the speed reducer pre-position or speed reducer retracted position, the locking button is in the first position, and when the speed reducer handle is in at least one speed reducer open position, the locking button is in the second position.

[0016] In this way, the locking button can be in different positions when the speed brake lever is in different gears. In particular, when the speed brake lever is switching between the open, pre-position, or retracted position, operators such as pilots can directly perceive the position or state change of the locking button while operating the speed brake lever, thereby preventing misoperation or promptly alerting the operator in case of misoperation.

[0017] According to the above aspects of the present invention, preferably, the direction in which the locking button is switched, for example, the direction in which the locking button is popped out or pressed in, can be approximately the same as the opening direction of the speed brake handle, for example, both being arranged in the heading direction of the aircraft. In this way, the locking button can be pressed in smoothly when the speed brake handle is opened, facilitating operation by the flight crew.

[0018] According to the above aspects of the invention, preferably, it further includes a biasing device that biases the locking button toward a first position. Thus, when the locking button is in the first position, for example, in the pop-out state, it can resist the stopping force of the rearward movement of the speed bump handle, indicating that the unit's speed bump handle is in the RET position, and preventing accidental activation or misoperation caused by slight rearward operating force.

[0019] According to the above aspects of the invention, preferably, the locking device further includes a movable support rod and an actuating mechanism.

[0020] The movable support rod is housed within the cavity of the speed reducer handle, with its first end attached to a locking button and its second end attached to an actuating device.

[0021] The movable support rod is actuated by an actuating device to swing and move around a pivot point located between the first end and the second end of the movable support rod.

[0022] In this way, the movement of the actuator and the movement of the locking button can be reliably and in real time linked by the swinging movement of the movable support rod, so that the locking button can correspond to the state of the actuator in real time.

[0023] According to the above aspects of the present invention, preferably, the actuating device may include an actuating housing, an actuating structure disposed inside the actuating housing, and a guiding mechanism for guiding the actuating structure.

[0024] The actuator housing is fixed to the speed reducer handle and includes a first opening. The second end of the movable support rod extends through the first opening and is fixed to the actuating structure.

[0025] The actuating structure works in conjunction with the guiding mechanism to allow the locking button to move between the first and second positions.

[0026] This arrangement links the movement of the actuator to the movement of the speed reducer handle, and as the actuator moves along the guide mechanism, the locking button can responsively shift between different positions.

[0027] According to the above aspects of the present invention, preferably, the actuating structure includes a multi-link mechanism, which includes a plurality of links pivotally connected between adjacent links.

[0028] In this multi-link mechanism, the first end is pivotally supported on the actuator housing, while the second end of the multi-link mechanism pivotally supports the second end of the movable support rod.

[0029] In this multi-link mechanism, the second end of the multi-link mechanism can be pivotally connected to the first end of the multi-link mechanism, allowing the locking button to be displaced between the first and second positions.

[0030] This multi-link mechanism reliably controls the deformation and displacement of the actuating mechanism, thereby cooperating with the movable support rod to reliably control the displacement of the locking button, and can withstand frequent actuation while maintaining its reliability and accuracy.

[0031] According to the above aspects of the present invention, preferably, the multi-link mechanism is a four-link mechanism, and the plurality of links include a first link, a second link, a third link, and a fourth link.

[0032] The first and fourth links are pivotally connected via a first pivot shaft, the two ends of which are supported on the top and bottom of the actuator housing, respectively.

[0033] The second link and the third link are pivotally connected via a second pivot shaft, which is fixed to the second end of the movable support.

[0034] This symmetrical arrangement makes the force on the multi-link mechanism more even, thereby further enhancing its reliability and the accuracy of its operation.

[0035] According to the above aspects of the present invention, preferably, the first link and the second link are pivotally connected via a third pivot axis, and a first roller is provided at the third pivot axis; while the third link and the fourth link are pivotally connected via a fourth pivot axis, and a second roller is provided at the fourth pivot axis.

[0036] The guiding mechanism includes a first segmented guide groove and a second segmented guide groove arranged facing each other. A first roller and a second roller can respectively engage with the first segmented guide groove and the second segmented guide groove so that the first roller and the second roller can move in a direction orthogonal to the moving direction of the locking button.

[0037] This arrangement reduces friction in the guiding motion, making gear shifting smoother. Furthermore, the guide grooves on both sides enhance the accuracy and stability of the actuation mechanism.

[0038] According to the above aspects of the present invention, preferably, the first segmented guide groove and the second segmented guide groove each include a first segment having a first depth, a second segment having a second depth communicating with the first segment, and a third segment communicating with the second segment and forming an angle.

[0039] The second depth is greater than the first depth, and

[0040] The width of the third segment gradually decreases in the upward direction.

[0041] By varying the depth and width of these grooves in relation to the connecting rod, it is possible to ensure that the position of the speed brake handle when it is in the speed brake pre-position or speed brake retracted position is different from its position when it is in the speed brake open position. On the other hand, when the speed brake handle switches between different speed brake positions, such as between the pre-position and retracted positions, the locking effect provided is a soft stop, which can be controlled by force, thereby providing more operational flexibility and reducing the risk of jamming.

[0042] According to the above aspects of the invention, preferably, the third section is substantially perpendicular to the second section, for example, such that the direction in which the locking button is pressed is substantially orthogonal to the axis of the speed brake handle (e.g., at an angle of 85 to 95 degrees, preferably 90 degrees). This reduces the likelihood of accidental operation when pulling up or pressing down the speed brake handle, preventing unintentional pressing of the locking button.

[0043] According to the above aspects of the present invention, preferably, it further includes a recess provided in the first section, wherein the depth of the recess is greater than the first depth.

[0044] By using this varying depth, when there are more than one speed brake open position, soft stop can be provided when switching between these open positions, and the different operating forces during this guided movement can more intuitively indicate to the operator that the speed brake handle is undergoing a gear change.

[0045] According to the above aspects of the invention, preferably, the recess is a recessed groove extending along the width direction of the first segment, and an arc-shaped transition portion is provided at at least one of the following locations:

[0046] At the junction of the recessed groove and the first section;

[0047] At the boundary between the first and second sections; or

[0048] At the junction of the second and third sections.

[0049] These arc-shaped designs make the shifting between different gears on the speed brake handle smoother, providing intuitive prompts through soft stops while preventing jamming.

[0050] According to another aspect of the invention, an aircraft is proposed that may include the speed brake control device described above.

[0051] Compared to existing speed brake handles, the speed brake control device according to the present invention can have, but is not limited to, the following beneficial technical effects:

[0052] (1) The locking button is in the first position or state only when the gear lever handle is in the RET or ARM position, for example, in the pop-up state. When the gear lever handle is retracted from the open position to the RET position, the state of the locking button will change, for example, from the second position to the first position (e.g., from the pressed state to the pop-up state). The tactile feedback of this position change can indicate whether the unit gear lever handle has reached the RET position.

[0053] (2) When the speed bump handle is in the RET position, the locking button is in the first position or state, for example, in the pop-out state. At this time, the stopping force that resists the backward movement of the speed bump handle can indicate that the unit's speed bump handle is in the RET position and prevent accidental touch or misoperation caused by slight backward operating force;

[0054] (3) When the speed brake handle moves from the ARM position to the RET position, opens from the RET position, and stays at the 1 / 2 stop position, the locking effect provided is soft stop, which can be controlled by force. For example, when operating with a force exceeding the soft stop force, it provides more operational flexibility and reduces the risk of jamming.

[0055] (4) The locking button is pressed in the same direction as the speed reducer handle is opened. It can be pressed in when the speed reducer handle is open, which is convenient for unit operation.

[0056] Therefore, the speed brake control device according to the present invention can meet the usage requirements, overcome the shortcomings of the prior art, and achieve the intended purpose. Attached Figure Description

[0057] To further describe the speed brake control device according to the present invention clearly, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments, in which:

[0058] Figure 1 This is a schematic diagram of a first example of a speed brake control device in the prior art;

[0059] Figure 2 This is a schematic diagram of a second example of a speed brake control device in the prior art;

[0060] Figure 3 A schematic perspective view of a speed reducer control device according to a non-limiting embodiment of the present invention;

[0061] Figure 4 A schematic cross-sectional view of a speed reducer control device according to a non-limiting embodiment of the present invention;

[0062] Figure 5 yes Figure 3 and 4 A schematic perspective view of the actuation mechanism of the speed reducer control device shown; and

[0063] Figure 6 yes Figure 3 and 4 A schematic diagram of the guide mechanism of the speed reducer control device shown.

[0064] The above figures are for illustrative purposes only and are not drawn to scale.

[0065] The reference numerals in the figures are listed in the figures and embodiments:

[0066] 100-Speed ​​brake control device, including:

[0067] 10-Control box, including:

[0068] 11-Guide slot, including:

[0069] 110 - Multiple gear indicators;

[0070] 12-Box body;

[0071] 13-Cover plate;

[0072] 14-Support plate;

[0073] 20-Speed ​​brake handle, including:

[0074] 21-Fixed rod head;

[0075] 22-Connecting rod, including:

[0076] 221 - First end;

[0077] 222 - Second end;

[0078] 23-Cavity;

[0079] 24-Sliding connection mechanism, including:

[0080] 241-Sleeve;

[0081] 242-Slider;

[0082] 243 - Slide bar;

[0083] 30-Locking device, comprising:

[0084] 31 - Lock button;

[0085] 32-Modible support rod;

[0086] 321 - First end;

[0087] 322 - Second end;

[0088] 33-Actuating device;

[0089] 331 - Actuator housing, including:

[0090] 3310 - First opening;

[0091] 3311 - Second opening;

[0092] 3312 - Third opening;

[0093] 331a - Top of the actuator box;

[0094] 331b - Bottom of the actuator box;

[0095] 331c - First side section;

[0096] 331d - Second side;

[0097] 331e - Third side;

[0098] 331f - Fourth side;

[0099] 332 - Actuation structure, including:

[0100] 332a - First Link;

[0101] 332b - Second Link;

[0102] 332c - Third Link;

[0103] 332d - Fourth Link;

[0104] 332e - First pivot axis;

[0105] 332f - Second pivot axis;

[0106] 332g - First roller;

[0107] 332h - Second roller;

[0108] 333 - Guiding bodies, including:

[0109] 333a - Part One;

[0110] 333b - Part Two;

[0111] 333c - Third Section;

[0112] 333d-concave part;

[0113] 333e - Pivot Hole;

[0114] 333f - First slot fillet;

[0115] 333g - Second groove fillet;

[0116] 34 - Pivot point. Detailed Implementation

[0117] It should be understood that, unless explicitly stated otherwise, the invention may employ various alternative orientations and sequences of steps. It should also be understood that the specific apparatus shown in the drawings and described in the specification are merely exemplary embodiments of the inventive concept disclosed and defined herein. Therefore, unless expressly stated otherwise, the specific orientations, directions, or other physical features involved in the various disclosed embodiments should not be considered limiting.

[0118] Speed ​​brakes, also known as spoilers, primarily serve to reduce speed and are typically symmetrically distributed on both sides. Pilots deploy the spoilers upwards to increase wing drag and reduce lift, thereby slowing the aircraft and controlling its attitude.

[0119] Aircraft equipped with speed brakes typically have an even number of brakes, such as 4 to 8 pairs (8 to 16 brakes), symmetrically arranged on the fuselage or wings. In the closed position (i.e., the retracted position), the speed brakes are flush against the aircraft fuselage, and their outer surface is part of the aircraft's streamlined shape. When increased drag is needed, an actuating force (e.g., hydraulic actuation) causes the speed brakes to open or rise to an angle (i.e., the open position), increasing the aircraft's frontal area and disrupting its streamlined shape. This creates drag and turbulence, causing the aircraft to decelerate abruptly. The higher the flight speed, the better the drag-increasing effect of the speed brakes. The switching between the retracted, open, and pre-positioned positions of the speed brakes is usually controlled by a speed brake control device.

[0120] Figure 3 This is a perspective view of a speed reducer control device 100 according to a non-limiting embodiment of the present invention; and Figure 4 A cross-sectional view of a speed reducer control device 100 according to a non-limiting embodiment of the present invention.

[0121] As shown in the figure and according to a non-limiting embodiment of the present invention, the speed brake control device 100 may mainly include: a control box 10, a speed brake handle 20, and a locking device 30, etc.

[0122] The control housing 10 can be a structure known in the art, which is installed in the cockpit of an aircraft and can be fixed to a mounting position such as the central control panel of the cockpit. The control housing 10 can serve as the housing or outer shell of the speed brake control device 100, which houses the corresponding structural and electrical components.

[0123] like Figure 3 As schematically shown, the control box 10 can be a generally rectangular box structure and can be made of various metals or non-metals and combinations thereof, such as aluminum alloys or various composite materials.

[0124] The control housing 10 may include a lower housing or box 12 and an upper cover 13, the cover 13 being fixed to the housing 12, for example, by fasteners. A control guide groove 11 may be provided on the cover 13, the control guide groove 11 being arranged along the heading direction, for example, coinciding with or parallel to the heading direction, and the control guide groove 11 may include multiple position markings 110. These position markings 110 may, for example, correspond to the travel of the speed brake handle 30. In the embodiment shown in the figures, four positions—ARM, RET, 1 / 2, and FULL—are marked from front to back along the heading direction, corresponding to the speed brake handle 20 or the speed brake being in the speed brake pre-position, speed brake retracted position, speed brake 1 / 2 soft stop (i.e., partially open, for example, 1 / 2 open), and speed brake fully open position, respectively.

[0125] As an example, when the speed brake handle 20 moves forward (in the same direction as the ship) in the control guide groove 11, the speed brake can be retracted, and when the speed brake handle 20 moves backward (against the ship) in the control guide groove 11, the speed brake can be opened. For example, when the speed brake handle 20 moves from 1 / 2 to FULL, the speed brake moves from 50% open to fully open.

[0126] The speed reducer handle 20 may mainly include a fixed rod head 21 and a connecting rod 22. As described above, the connecting rod 22 can move along the control guide groove 11 to switch between different gears, thereby controlling the speed reducer to move to different states.

[0127] like Figure 4 As shown, the first end 221 of the connecting rod 22 supports the fixed rod head 21, for example, the first end 221 of the connecting rod 22 (i.e. Figure 4 The upper end of the connecting rod 21 may be provided with an external thread, while the cavity of the fixing rod head 21 may be provided with an internal thread, so that the fixing rod head 21 can be threadedly connected to the first end 221 of the connecting rod 22.

[0128] The interior of the connecting rod 22 may be hollow and may include a cavity 23 extending along the connecting rod 22. This cavity 23 may be used to accommodate the movable support rod 32, which is described in detail below.

[0129] The second end 222 of the connecting rod 22 can be pivotally supported on the control housing 10, for example, in the guide mechanism 333 described in detail below or in the pivot hole 333e of the support plate 14, so that the connecting rod 22 can move along the control guide groove 11, for example, by swinging or pivoting.

[0130] In addition, such as Figure 4As shown, a sliding connection mechanism 24 can be provided at the second end 222 near the connecting rod 22. This sliding connection mechanism 24 can be a sleeve type, including an outer sleeve 241, a slider 242 fitted within the sleeve 241, and a slide rod 243 fixed to the slider 242. The first end of the slide rod 243 ( Figure 4 The upper end of the slide bar 243 is fixed to the actuating box 331 (described in detail below), while the second end of the slide bar 243 ( Figure 4 The lower end of the slide is fixed to the slider 242, thereby allowing the length of the speed reducer handle 20 to be extended or retracted by means of the movement of the slider 242 in the sleeve 241 (e.g., piston-like movement). This structure allows the speed reducer handle 20 to move in its length direction, for example by pulling the fixed rod head 21 upward or pressing the fixed rod head 21 downward.

[0131] Thus, on the one hand, the speed brake handle 20 pivots around the pivot hole 333e, and on the other hand, the speed brake handle 20 can move along the control guide groove 11 between the ARM, RET, 1 / 2 (or 1 / 2 soft stop) and FULL gears by moving the speed brake handle 20 up and down. Normally, moving the speed brake handle 20 forward (in the same direction as the yaw) controls the speed brake to retract, while moving the speed brake handle 20 backward (against the yaw) controls the speed brake to open.

[0132] As is known in the art, such movement of the speed brake handle 20 can drive a corresponding actuation mechanism, such as a cable, to retract or open the speed brake. Alternatively, such movement of the speed brake handle 20 can be used only to provide force sensing and simulate the actual actuation process, without being directly connected to an actuation mechanism. In this case, there may be corresponding sensors, such as position sensors or angle sensors, as well as corresponding controllers and actuators / actuators, etc. The sensors can sense the movement of the speed brake handle 20 or its connected components and convert these movements into electrical signals, which then actuate the corresponding actuators / actuators (e.g., motors, hydraulic or pneumatic cylinders) to retract or open the speed brake. Since these structures and working principles are known in the art, they will not be described in detail here.

[0133] The main inventive concept of this invention lies in the structure and working principle of the locking device 30. For example... Figure 3 and 4 As shown, the locking device may include a locking button 31 that engages with the fixed rod head 21. For example, the locking button 31 may be floatingly connected to the fixed rod head 21 via a biasing device (e.g., a spring) and a sliding structure (not shown).

[0134] The locking button 31 can be displaced or switched between a first position (or first state) and a second position (or second state). As used herein, the first position may be a position where the locking button 31 is popped out to form a substantially complete outline of the fixed stick head 21 with the rest of the fixed stick head 21, while the second position may be a position where the locking button 31 is actively or passively pressed down to create a positional offset from the outer outline of the rest of the fixed stick head 21, for example, a positional offset in the heading direction. Preferably, the pressing direction may be in the same direction as the opening direction of the speed brake handle and may be orthogonal to the stick body axis or longitudinal axis of the speed brake handle 20.

[0135] Preferably, the biasing device can bias the locking button 31 toward the first pop-up position, that is, the locking button 31 is in the pop-up position by default, so as to form a substantially complete outline of the fixing rod head 21 with the rest of the fixing rod head 21. For example, the biasing device can be located at the position of the locking button 31, or it can be located at the actuation box 331 described below, as long as it can bias the locking button 31 toward the first pop-up position.

[0136] As a non-limiting example, the outer surface of the locking button 31, for example... Figure 4 The right-hand surface may have surface features to distinguish it from the rest of the fixed rod head 21, thereby facilitating tactile identification by the operator.

[0137] According to a preferred embodiment of the present invention, the locking device 30 may be configured such that when the speed bump handle 20 is in the speed bump pre-position or speed bump retracted position, the locking button 31 is in the pop-out first position, and when the speed bump handle 20 is in at least one speed bump open position (e.g., in the 1 / 2 position and / or FULL position), the locking button 31 is in the pressed second position.

[0138] According to a preferred embodiment of the present invention, the direction in which the locking button 31 moves between the first position and the second position is consistent with or parallel to the direction in which the connecting rod 22 moves along the control guide groove 11, for example, both are parallel to or consistent with the heading direction.

[0139] Additionally, the locking device 30 may also include a movable support rod 32 and an actuating device 33. For example... Figure 4 As shown in detail, the movable support rod 32 may be a generally L-shaped component, including a first end 321 with a protrusion (the upper end shown in the figure) and a second end 322 (the lower end shown in the figure) arranged at the end along the main part of the movable support rod 32, and its main part may be disposed in the cavity 23 of the speed reducer handle 20.

[0140] As shown in the figure, the first end 321 of the movable support rod 32 can be attached (e.g., hinged) to the locking button 31, such that the movement of the first end 321 of the movable support rod 32 toward or away from the locking button 31 causes the locking button 31 to move between a first position and a second position, while the second end 322 of the movable support rod 32 can be attached to the actuating device 33.

[0141] According to an embodiment of the present invention, the movable support rod 32 can be actuated by the actuating device 33 to move about a pivot point 34 disposed between the first end 321 and the second end 322 of the movable support rod 32, for example, to swing within the cavity 23. It can be seen that the movement directions of the first end 321 and the second end 322 are opposite.

[0142] Figure 5 yes Figure 3 and 4 A schematic perspective view of the actuation device 33 of the speed reducer control device 100 shown.

[0143] As shown in the figure and as a non-limiting embodiment, the actuation device 33 may mainly include an actuation housing 331, an actuation structure 332, and a guide mechanism 333.

[0144] The actuation box (or actuation box housing) 331 may be a hollow parallelepiped structure and may include: an actuation box top 331a, an actuation box bottom 331b, a first side 331c, a second side 331d, a third side 331e, and a fourth side 331f. These portions enclose the hollow internal space to accommodate at least a portion of the actuation structure 332 and the guide mechanism 333. Additionally, a second opening 3311 may be provided on the third side 331e, and a third opening 3312 may be provided on the fourth side 331f.

[0145] The top 331a of the actuation box 331 can be fixed to the speed reducer handle 20 and can include a first opening 3310, with the second end 322 of the movable support rod 32 extending through the first opening 3310 and fixed to the actuation structure 332.

[0146] The first side portion 331c and the second side portion 331d may be side portions arranged opposite each other in the heading direction, while the third side portion 331e and the fourth side portion 331f may be arranged approximately perpendicular to the first side portion 331c and the second side portion 331d.

[0147] The actuation structure 332 can be disposed on the actuation box 331, for example, the actuation structure 332 is disposed in the hollow part inside the actuation box 331. The actuation structure 332 cooperates with the guide mechanism 333, and as described above, the actuation structure 332 is fixed to the second end 322 of the movable support rod 32 so that the locking button 31 can be displaced between the first position and the second position.

[0148] like Figure 4 As shown in detail, the actuating structure 332 may include a multi-link mechanism, which includes a plurality of links pivotally connected between adjacent links. For example, Figure 4 The multi-link mechanism shown is a four-link mechanism, and the multiple links include a first link 332a, a second link 332b, a third link 332c, and a fourth link 332d, which can be pivotally connected to adjacent links.

[0149] For example, the first link 332a and the fourth link 332d can be pivotally connected via a first pivot shaft 332e. The two ends of the first pivot shaft 332e are respectively supported on the top 331a and the bottom 331b of the actuation housing 331, for example, supported in pivot holes respectively provided in the top 331a and the bottom 331b of the actuation housing.

[0150] The second link 332b and the third link 332c can be pivotally connected via a second pivot shaft 332f, which is fixed to the second end 322 of the movable support rod 32. Preferably, the second pivot shaft 332f can be fixed to the movable support rod 32 or integral with it. For example, the second pivot shaft 332f can be a semi-threaded bolt, the threaded portion of which engages with the internal thread of the second end 322 of the movable support rod 32, while its smooth shaft portion serves as the second pivot shaft.

[0151] Thus, the first pivot shaft 332e is pivotally supported by the actuating housing 331, therefore there is no relative change in position between the first pivot shaft 332e and the actuating housing 331. The second pivot shaft 332f is fixed to the second end 322 of the movable support rod 32, which passes through the first opening 3310 of the actuating housing 331. Therefore, there is a relative change in position between the second pivot shaft 332f and the actuating housing 331; that is, relative displacement between the second pivot shaft 332f and the first pivot shaft 332e is permitted.

[0152] Specifically, in Figure 4In the actuation structure 332, every two actuation links are fitted with through holes and connected by fasteners such as bolts passing through the through holes. The actuation links can rotate freely about the axis of the through holes. In this way, the four actuation links 332a-d form a movable rhomboid structure. For example, at least three pivot points of the rhomboid structure are movable relative to the actuation box 331.

[0153] The first endpoint of the rhombus structure (i.e. Figure 4 The left end of the rhombus structure is fitted onto the first pivot 332e and can rotate freely around the first pivot 332e. The first link 332a and the second link 332b are pivotally connected via a third pivot, and a first roller 332g can be provided at the third pivot. The third link 332c and the fourth link 332d are pivotally connected via a fourth pivot, and a second roller 332h is provided at the fourth pivot. In other words, at each of the two ends of the rhombus structure, two rollers that can rotate freely around the mating shaft are fitted onto each end (described in detail below). The fourth end of the rhombus structure (i.e. Figure 4 The right end point (of the diamond-shaped structure) can be fitted onto the second pivot 332f. In this way, except for the first end point, the other three ends of the diamond-shaped structure can have positional changes relative to the actuating box 331.

[0154] According to this embodiment, the first end of the multi-link mechanism is pivotally supported on the actuating housing 331, while the second end of the multi-link mechanism is pivotally supported on the second end 322 of the movable support rod 32. This allows the second end of the multi-link mechanism relative to the first end of the multi-link mechanism to move the locking button 31 between a first position and a second position by means of the pivoting or swinging movement of the movable support rod 32 through the pivotal connection between multiple links.

[0155] Specifically, the movable support rod 32 passes through the interior of the connecting rod 22. The first end 321 of the movable support rod 32 is attached to the locking button 31, for example, maintaining contact with the inside of the locking button 31. The second pivot shaft 332f can be threadedly fastened to the movable support rod 32 or integrated with it. When the locking button 31 is pressed in or released, the first end 321 of the movable support rod 32 is displaced accordingly, and the movable support rod 32 rotates around the pivot point 34. This causes the rhomboid structure sleeved on the second pivot shaft 332f to stretch or contract along the yaw direction, thereby causing the roller to move relative to the actuation box 331. For example, it can protrude outwards or move outwards through the second opening 3311 of the third side 331e and the third opening 3312 of the fourth side 331f, or conversely, move inwards. The roller can cooperate with the guide mechanism 333 to guide the movement of the actuation structure 333.

[0156] Figure 6 yes Figure 3 and4 A schematic diagram of the guide mechanism 333 of the speed reducer control device 100 shown.

[0157] The guiding mechanism 333 includes a first segmented guide groove and a second segmented guide groove that can be arranged facing each other. The first roller 332g and the second roller 332h can respectively engage with the first segmented guide groove and the second segmented guide groove so that the first roller 332g and the second roller 332h can move in a direction orthogonal to the moving direction of the locking button 31.

[0158] Figure 6 Only one side of the guide mechanism 333 is shown in the diagram; the other side can be connected to... Figure 6 The structures are arranged symmetrically so that the actuating structure 332 is arranged between them, for example, sandwiched between them, and in particular, it cooperates with the first roller 332g and the second roller 332h respectively.

[0159] The following description focuses on the guide structure 333 on one side only; however, it should be understood that the following description is equally applicable to the guide structure on the other side.

[0160] The segmented guide grooves can be arranged on the support plate 14, or in other words, grooves can be cut into the support plate 14 to form guide grooves.

[0161] The support plate 14 can be fixed relative to the control box 12, for example, fixed to the side wall of the control box 12, or integral with the control box 12.

[0162] As shown in the figure, the segmented guide groove may include guide groove segments with different depths, such as shallow groove segments and deep groove (or through groove) segments. For example, the segmented guide groove has a first segment 333a with a first depth, a second segment 333b with a second depth communicating with the first segment, and a third segment 333c communicating with the second segment and forming an angle.

[0163] According to a preferred embodiment of the present invention, the second depth may be greater than the first depth, and the width of the third segment 333c may gradually decrease in the upward direction shown in the figures, i.e., wider at the bottom and narrower at the top. Thus, the first segment 333a may be referred to as a shallow groove segment or shallow groove, while the second segment 333b and the third segment 333c may be referred to as deep groove segments or deep grooves, and when the depth of the deep groove is equal to the thickness of the support plate 14, a through groove or through-groove is formed.

[0164] The first roller 332g and the second roller 332h can slide freely within the guide groove or slide of the support plate 14. The lower part (wider part) of the third section 333c corresponds to the position of the first roller 332g and the second roller 332h when the speed reducer handle 20 is in the RET position. The upper part (wider part) of the third section 333c corresponds to the position of the first roller 332g and the second roller 332h when the speed reducer handle 20 is in the ARM position.

[0165] As described above, the width of the lower part or bottom of the third segment 333c is greater than the width of the upper part or top of the third segment 333c, and a first groove fillet 333f can be provided between the upper and lower parts as a transition. The first groove fillet 333f can also be called a wide-narrow groove fillet, used for the transition between wide and narrow grooves. The first segment 333a or shallow groove can correspond to the position of the first roller 332g and the second roller 332h when the speed reducer handle 20 is in the RET and FULL positions.

[0166] Preferably, a recess 333d can be provided in the first segment 333a, which can also be referred to as a 1 / 2 soft stop groove. The depth of the recess 333d can be greater than the first depth of the remaining portion of the first segment 333a. In other words, the first segment 333a is divided into three consecutive segments by the recess 333d. Thus, in Figure 6 In the non-limiting example shown, the depth of the first segment 333a increases from left to right and then decreases.

[0167] In a preferred embodiment, the recessed portion 333d can be formed as a recessed groove extending along the width direction of the first segment 333a.

[0168] Continue to refer to Figure 6 A second fillet 333g can be provided at the junction of the first segment 333a and the second segment 333b as a transition. The second fillet 333g can also be called the deep-shallow fillet, which is used for the transition between deep and shallow grooves.

[0169] Thus, an arc-shaped transition portion may be provided at at least one of the following locations: at the junction of the recess 333d (or recessed groove) and the first segment 333a; at the junction of the first segment 333a and the second segment 333b; and / or at the junction of the second segment 333b and the third segment 333c.

[0170] Furthermore, it should be understood that although the corresponding transitions in the embodiments shown in the figures are achieved by a first inter-groove fillet 333f between the wide and shallow grooves and a second inter-groove fillet 333g between the deep and shallow grooves, those skilled in the art may also conceive of other types of transition portions, such as ramp-shaped or other curved types, without departing from the scope of the invention.

[0171] Preferably, the magnitude of the soft stop force can be changed by altering the depth of the recessed portion 333d (or recessed groove) and the parameters of the arc-shaped transition portion, such as the design parameters of the fillet. For example, the magnitude of the 1 / 2 position stop force can be changed.

[0172] Similarly, it should be understood that although the embodiment shown in the figures achieves soft stop by an arc-shaped groove, those skilled in the art can also conceive of soft stop structures of the ramp or other arc types.

[0173] According to one embodiment of the present invention, the locking button 31 can be used to control the decelerator handle 20 in the RET position, such that the decelerator handle 20 is operated in the following states and characteristics:

[0174] (1) When the speed bump handle 20 is in the RET position (speed bump is in the retracted position) and the locking button 31 is in the first pop-out state, the speed bump handle 20 is in a soft stop state. The limited (or over-controllable) stopping force is intended to indicate that the speed bump handle 20 is in the RET position and to prevent misoperation caused by slight backward operation force; the soft stop is intended to provide over-control option. If the speed bump handle 20 is operated backward with a force exceeding the stopping force, the speed bump handle 20 can be opened and the locking button 31 automatically switches to the second pressed state;

[0175] (2) When the speed brake handle 20 is in the RET position and the locking button 31 is in the second pressed state, the speed brake handle 20 can slide from the RET position to the opening direction without any jerking (or intermittent feeling).

[0176] (3) When the speed reducer handle 20 is in the open state, the locking button 31 can remain in the pressed second state;

[0177] (4) When the speed reducer handle 20 is retracted from the open state to the RET position, the locking button 31 will automatically pop out to the first position or the first state.

[0178] (5) When the speed reducer handle 20 is in the RET position and the locking button 31 is pressed, if the speed reducer handle 20 does not move backward, the locking button 31 will automatically return to the pop-up first position or first state after the locking button 31 is released.

[0179] (6) When the speed bump handle 20 is in the 1 / 2 position, the locking button 31 will pop out a short distance from the pressed second state, for example, to the third state between the first and second states. At this time, there will be a certain stopping force when moving the speed bump handle 20 back and forth. If the locking button 31 is fully pressed to the pressed second state to eliminate the short distance, there will be no stopping force when the speed bump handle 20 passes through the 1 / 2 position (soft stopping force);

[0180] (7) When the speed reducer handle 20 is in the RET position and the locking button 31 is in the pop-up first position, it can be pulled up along the rod of the speed reducer handle 20 to the ARM position;

[0181] (8) When the speed reducer handle 20 is in the ARM position, the locking button 31 has a locking force. Pressing the speed reducer handle 20 downward along the rod of the speed reducer handle 20 will move it to the RET position. If the locking button 31 is pressed with a force exceeding the locking force, the speed reducer handle 20 will automatically slide down into the RET position.

[0182] Based on the above-described structure of the speed bump control device 100 according to the present invention, the following describes in detail the implementation scenario of preventing accidental touches in conjunction with the operating state and characteristics of the speed bump handle 20:

[0183] (1) When the speed brake handle 20 is in the RET position (i.e., the speed brake is in the retracted position) and the locking button 31 is in the pop-out first state, the actuation device 33 can be biased toward the first state (e.g., the state in which the rhomboid structure is compressed in the heading direction) by the second end 322 of the movable support rod 32.

[0184] As a non-limiting example, the actuation structure (i.e., the rhomboid structure) 332 within the actuation housing 331 may be compressed along the travel direction of the speed reducer handle 20, causing the roller to protrude and become stuck in the second section 333b of the guide mechanism 333, and the speed reducer handle 20 to be in a soft stop state.

[0185] At this time, if the deceleration plate handle 20 is operated backward with a force exceeding the stopping force, the roller can move from the second section 333b to the first section 333a, for example, via the second groove fillet 333g between these two sections, that is, the deceleration plate handle 20 can operate the deceleration plate to open. At the same time, since the actuation structure 332 inside the actuation box 331, for example, the diamond-shaped structure shown in the figure, can be stretched along the handle stroke direction (due to the inward displacement of the rollers on both sides), the movable support rod 32 inside the connecting rod 22 rotates, causing the locking button 31 to automatically switch or move to the pressed second state;

[0186] (2) When the speed reducer handle 20 is in the RET position and the locking button 31 is in the second pressed state, the actuation structure 332 inside the actuation box 331, such as the diamond-shaped structure shown in the figure, can be stretched along the handle stroke direction, and the rollers (332g, 332h) on both sides actively retract into the actuation box 331, and the speed reducer handle 20 can slide from the RET position to the opening direction without any jerking (or discontinuing feeling);

[0187] (3) When the speed reducer handle 20 is in the open position, the rollers (332g, 332h) are in the first section 333a of the guide groove. The actuation structure 332 inside the actuation box 331, such as the rhomboid structure shown in the figure, can be stretched along the handle stroke direction. By rotating the movable support rod 32, the locking button 31 is driven to remain in the second state of being pressed.

[0188] (4) When the speed reducer handle 20 is retracted from the open position to the RET position, the rollers (332g, 332h) are in the second section 333b of the guide groove. The actuation structure 332 inside the actuation box 331, such as the diamond-shaped structure shown in the figure, can be squeezed along the handle stroke direction. For example, under the action of the biasing device, the movable support rod 32 rotates, causing the locking button 31 to automatically spring back and return to the pop-up first state.

[0189] (5) When the speed reducer handle 20 is in the RET position, after the locking button 31 is pressed, if the speed reducer handle 20 does not move backward, after the locking button 31 is released, under the action of the biasing force of the biasing device (e.g., the tension of the spring), the locking button 31 will automatically return to the pop-up first position.

[0190] (6) When the speed reducer handle 20 is in the 1 / 2 position, under the action of the biasing force of the biasing device (e.g., the tension of the spring), the roller is in the recess 333d (i.e., the 1 / 2 soft stop groove) of the first section 333a.

[0191] (7) When the speed reducer handle 20 is in the RET position, the roller can be located in the wider section of the lower part of the third section 333c of the guide groove. When the speed reducer handle 20 is pulled upward to the ARM position, the roller can move to the narrower section of the upper part of the third section 333c.

[0192] Because the narrower width of the upper part of the third section 333c is narrower than the wider width of the lower part, when the roller moves to the narrower width part, the two actuation links connected to the roller will be compressed. That is, the actuation structure 332 inside the actuation box 331, such as the diamond-shaped structure shown in the figure, is restricted along the handle travel direction and can only be in a compressed state. Accordingly, the locking button 31 is limited to the first pop-out state at this time.

[0193] (8) When the speed reducer handle 20 is in the ARM position, the roller is in the width reduction section of the upper part of the third section 333c. At this time, the two actuation linkages connected by the rollers (332g, 332h) will be squeezed by the width reduction section. The actuation structure 332 inside the actuation box 331, such as the diamond-shaped structure shown in the figure, can only be in the squeezed state along the handle stroke direction. The locking button 31 remains in the pop-up first state.

[0194] When the speed reducer handle 20 is pressed down to the RET position, the rollers (332g, 332h) move to the wider section at the bottom of the third segment 333c. If the locking button 31 is pressed with a force exceeding the stopping force, the actuation structure 332 inside the actuation box 331, such as the diamond-shaped structure shown in the figure, tends to stretch along the handle travel direction. The actuation linkages on both sides of the roller touch and press the first groove fillet 333f, and the roller slides from the narrower section at the top of the third segment 333c into the wider section at the bottom of the third segment 333c, corresponding to the speed reducer handle 20 moving from the ARM position to the RET position.

[0195] Furthermore, although the above description primarily pertains to the first type of prior art transport aircraft speed brake handle, detailing the structure and operating principle of the speed brake control device 100 when switching between four gear positions (ARM, RET, 1 / 2, and FULL), it should be understood that this structure and operating principle can also be applied to the second type of prior art transport aircraft speed brake handle with simple modifications. In this case, multiple gear indicator 110 can be used to indicate the four gear positions: DOWN, ARMED, FLIGHTDETENT, and UP. This structural modification and operating principle are easily designed and implemented by those skilled in the art based on the disclosure herein; therefore, they will not be described in detail here, but their structure is still within the scope of protection of this application.

[0196] The terms “upper,” “lower,” “top,” and “bottom,” used herein to indicate orientation or location, and to indicate sequence, such as “first,” “second,” etc., are merely to enable those skilled in the art to better understand the concept of the invention as illustrated in preferred embodiments, and are not intended to limit the invention. Unless otherwise stated, all sequences, orientations, or locations are used only to distinguish one element / component / structure from another, and unless otherwise stated, do not indicate any particular order, sequence of operations, direction, or orientation. For example, in alternative embodiments, “upper” may be “lower,” and “first roller” may be “second roller.”

[0197] In summary, the speed bump control device 100 according to the embodiments of the present invention overcomes the shortcomings of the prior art and achieves the intended purpose of the invention.

[0198] While the speed bump control device of the present invention has been described above with reference to preferred embodiments, those skilled in the art should recognize that the above examples are merely illustrative and should not be construed as limiting the invention. Therefore, various modifications and variations can be made to the invention within the spirit and scope of the claims, and all such modifications and variations will fall within the scope claimed by the claims.

Claims

1. A speed plate control device (100), comprising: a control box (10) comprising a control guide slot (11) comprising a plurality of gear marks (110) corresponding to a speed plate pre-position, a speed plate retracted position and at least one speed plate open position; a speed plate handle (20) comprising a fixed lever head (21) and a connecting lever (22), wherein the connecting lever (22) is movable along the control guide slot (11); and a locking device (30) comprising a locking button (31) fitted to the fixed lever head (21), the locking button being displaceable between a first position and a second position, a movable support lever (32) having a first end (321) attached to the locking button (31) and a second end (322) attached to an actuation device (33), the actuation device (33) comprising an actuation box (331) and an actuation structure (332) provided on the actuation box (331), and the actuation structure (332) comprising a plurality of links pivotally coupled between adjacent links, wherein the plurality of links is a four-link mechanism, and the plurality of links comprises a first link (332a), a second link (332b), a third link (332c) and a fourth link (332d), wherein the first link (332a) and the fourth link (332d) are pivotally connected via a first pivot axis (332e) supported at both ends on an actuation box top (331a) and an actuation box bottom (331b) of the actuation box (331), respectively, wherein the second link (332b) and the third link (332c) are pivotally connected via a second pivot axis (332f) fixed to the second end (322) of the movable support lever (32), and wherein the locking device (30) is arranged such that the locking button (31) is in the first position when the speed plate handle (20) is in the speed plate pre-position or the speed plate retracted position, and the locking button (31) is in the second position when the speed plate handle (20) is in the at least one speed plate open position.

2. The deflector plate control device (100) according to claim 1, characterized in that the movable support lever (32) is arranged in a cavity (23) of the speed plate handle (20), and wherein the movable support lever (32) is actuated by the actuation device (33) to oscillatingly move about a pivot point (34) arranged between the first end (321) of the movable support lever (32) and the second end (322) of the movable support lever (32).

3. The deflector plate control device (100) according to claim 1, characterized in that the actuation device (33) further comprises a guide mechanism (333) for guiding the actuation structure, The actuating box body (331) is fixed to the speed reduction plate handle (20) and includes a first opening (3310), the second end (322) of the movable support rod (32) extends through the first opening (3310) and is fixed to the actuating structure (332), and The actuating structure (332) cooperates with the guide mechanism (333) so that the locking button (31) can be displaced between the first position and the second position.

4. The deflector plate control device (100) according to claim 3, characterized in that The first end of the multi-link mechanism is pivotally supported on the actuating box body (331), and the second end of the multi-link mechanism pivotally supports the second end (322) of the movable support rod (32), and The second end of the multi-link mechanism can move the locking button (31) between the first position and the second position relative to the first end of the multi-link mechanism through the pivotal connection between the plurality of links.

5. The deflector plate control device (100) according to claim 3, characterized in that The first link (332a) and the second link (332b) are pivotally connected via a third pivot shaft, and a first roller (332g) is provided at the third pivot shaft, and the third link (332c) and the fourth link (332d) are pivotally connected via a fourth pivot shaft, and a second roller (332h) is provided at the fourth pivot shaft, and The guide mechanism (333) includes a first segmented guide groove and a second segmented guide groove arranged facing each other, and the first roller (332g) and the second roller (332h) can be fitted into the first segmented guide groove and the second segmented guide groove, respectively, to move the first roller (332g) and the second roller (332h) in a direction orthogonal to the moving direction of the locking button (31).

6. The deflector plate control device (100) according to claim 5, characterized in that The first segmented guide groove and the second segmented guide groove each include a first section (333a) having a first depth, a second section (333b) having a second depth in communication with the first section, and a third section (333c) in communication with the second section and at an angle, The second depth is greater than the first depth, and The width of the third section (333c) tapers in the upward direction.

7. The deflector plate control device (100) according to claim 6, characterized in that Further comprising a recess (333d) provided in the first section (333a), wherein the depth of the recess is greater than the first depth.

8. The deflector plate control device (100) according to claim 7, characterized in that The recess (333d) is a recessed groove extending along the width direction of the first section (333a), and is provided with a circular-arc-shaped transition portion at at least one of the following positions: At the junction of the recessed groove and the first section (333a); At the junction of the first section (333a) and the second section (333b); Or At the junction of the second section (333b) and the third section (333c).

9. The deflector plate control device (100) according to any one of claims 1-8, characterized in that, Further comprising a biasing device that biases the locking button (31) towards the first position.

10. The deflector plate control device (100) according to any one of claims 1-8, characterized in that, The direction of movement of the locking button (31) between the first position and the second position is coincident or parallel to the direction of movement of the connecting rod (22) along the control guide slot (11).

11. An aircraft comprising a speed brake control device (100) according to any one of claims 1-10.

Images