Airplane turn and bank wheel

Abstract

The application discloses an airplane turning handwheel, which comprises a shell, a handle base, a handle and an inner shaft body. The handle base is rotatable relative to the shell. The handle is arranged on the handle base. The inner shaft body is at least partially accommodated in the accommodating cavity of the shell. The inner shaft body is configured to rotate with the handle base relative to the shell. The airplane turning handwheel further comprises a neutral position adjusting device, which comprises a locking assembly and an adjusting linkage assembly. The locking assembly comprises a locking piece configured to lock with the inner shaft body. The adjusting linkage assembly is configured to move the locking piece relative to the inner shaft body between a locking position and an adjusting position. When the locking piece is located at the locking position, the inner shaft body can rotate with the handle base relative to the shell. When the locking piece is located at the adjusting position, the locking piece is disengaged from the locking of the inner shaft body, and the handle base can rotate relative to the inner shaft body. The airplane turning handwheel of the application allows the neutral position of the handwheel to be adjusted by the neutral position adjusting device, and the convenience and comfort of operation are improved.

Description

Technical Field

[0001] This invention relates to the field of civil aviation technology, and in particular to an aircraft steering handwheel installed in the cockpit of an aircraft for use in the nose wheel steering system. Background Technology

[0002] The nose wheel steering control system plays a crucial role in the overall aircraft design. The nose landing gear wheels are designed to rotate around the shock absorber strut axis. Pilots in the cockpit can control the rotation of these wheels by turning the nose wheel steering handwheel, thus enabling the aircraft to turn while moving on the ground. The nose wheel steering handwheel is typically mounted on the control panel inside the cockpit.

[0003] Aircraft steering handwheels are typically equipped with an automatic return-to-center device, allowing them to return to the neutral position after being turned. Although the steering handwheel's arrangement in the cockpit relative to the pilot's seat must meet the requirements of CCAR25.777(c), ensuring unobstructed full-range operation by flight crew members between 158 cm and 190 cm in height with seatbelts and shoulder straps fastened, the handwheel's installation position and neutral position within the cockpit are fixed. However, individual differences in pilot body size mean that the angle between the pilot's hand and arm and torso varies depending on their size. This often results in smaller or larger pilots not being able to comfortably position their hands and arms at the eye level when operating the steering handwheel, impacting the ease and comfort of operation and ultimately affecting pilot efficiency.

[0004] Therefore, it is desirable to provide an aircraft turning handwheel whose neutral position can be adjusted according to the operator's needs, thus providing a more comfortable aircraft turning handwheel. Summary of the Invention

[0005] To overcome the shortcomings of the prior art, the present invention provides an aircraft turning handwheel, comprising: a housing forming a receiving cavity; a handle base rotatable relative to the housing; a handle disposed on the handle base; and an inner shaft body at least partially housed in the receiving cavity of the housing; wherein the inner shaft body is configured to rotate relative to the housing with the handle base. The aircraft turning handwheel also includes a center position adjustment device, comprising: a locking assembly including a locking member configured to lock with the inner shaft body; and an adjustment linkage assembly configured to move the locking member relative to the inner shaft body between a locked position and an adjusted position. When the locking member is in the locked position, the inner shaft body can rotate relative to the housing with the handle base; when the locking member is in the adjusted position, the locking member is disengaged relative to the inner shaft body and the handle base can rotate relative to the inner shaft body.

[0006] The aircraft turning handwheel with a center position adjustment device according to the present invention can be adjusted to the neutral position of the handwheel to meet the needs of operators of different body sizes for ease of operation and comfort, thereby improving operating efficiency.

[0007] According to one aspect of the present invention, the regulating linkage assembly includes an activation switch and a linkage mechanism, the linkage mechanism being disposed between the activation switch and a locking member and moving with the activation switch. When the activation switch is not activated, the linkage mechanism locks the locking member relative to the inner shaft body, and when the activation switch is activated, the linkage mechanism disengages the locking member relative to the inner shaft body.

[0008] According to another aspect of the invention, the locking assembly includes: a pair of locking members, the pair of locking members including a first locking member and a second locking member; and a reset elastic member configured to provide an elastic force to the locking members so that the locking members engage with the inner shaft body.

[0009] With the structure of the adjustment linkage component and locking component of the present invention, the pilot needs to push the activation switch forward to drive the linkage mechanism to activate the center position adjustment function of the handwheel. In the absence of external force, the switch reset elastic element and the linkage mechanism will keep the activation switch in the inactive position, which can avoid unsafe consequences caused by the pilot accidentally touching or forgetting to reset.

[0010] According to another aspect of the invention, the first locking member and the second locking member are connected by a pin, and the locking assembly further includes an elastic member arranged to apply forces in opposite directions to the first locking member and the second locking member, such that the first locking member and the second locking member abut against two teeth on the inner shaft body in opposite circumferential directions.

[0011] By adopting a combination structure of locking and elastic components, the gaps that may occur during the gear transmission process between the locking components and the inner shaft body are eliminated, further improving the transmission accuracy.

[0012] According to another aspect of the invention, holes are formed in the first locking member and the second locking member, and an elastic member is arranged in the holes.

[0013] According to another aspect of the invention, a plurality of teeth are integrally formed on the top inner peripheral edge of the inner shaft body, and the locking member is configured to engage and lock with the teeth of the inner shaft body.

[0014] According to another aspect of the invention, the linkage mechanism includes: a first sleeve connected to an activation switch; a lever pivotally mounted to a handle base via a pin, the lever having a first rod, a second rod, and an intermediate sleeve, the first rod being connected to the first sleeve and the intermediate sleeve being pivotally connected to the handle base; a second sleeve connected to a second rod of the lever; and a sleeve base pivotally supporting the second sleeve, the base having a pin connected to a locking assembly.

[0015] The activation switch of the center position adjustment device is connected to the locking assembly by a linkage mechanism, which changes the force direction of the locking component and avoids jamming.

[0016] According to another aspect of the invention, the sleeve base has a pin that is inserted into a corresponding pin hole formed in the first locking member and the second locking member, thereby realizing a pin connection between the two locking members.

[0017] According to another aspect of the invention, the handle base forms an opening for receiving an activation switch, the activation switch being disposed in the opening and not protruding from the outer surface of the handle base. The activation switch employs an embedded design to prevent accidental activation during normal pilot operation.

[0018] According to another aspect of the invention, a dustproof device is also included, which is disposed at or near the opening of the activation switch on the handle base. The dustproof device prevents dust or foreign objects from entering the housing and causing jamming. Attached Figure Description

[0019] To gain a more complete understanding of the invention, reference can be made to the following description of exemplary embodiments taken in conjunction with the accompanying drawings, in which:

[0020] Figure 1 A perspective view of an aircraft turning handwheel according to a preferred embodiment of the present invention is shown.

[0021] Figure 2 An exploded perspective view of a portion of the structure of an aircraft turning handwheel according to a preferred embodiment of the present invention is shown.

[0022] Figure 3 A perspective view of the assembled state of the center position adjustment device of the aircraft turning handwheel according to a preferred embodiment of the present invention is shown.

[0023] Figure 4 A sectional perspective view of an aircraft turning handwheel according to a preferred embodiment of the present invention is shown.

[0024] Figure 5 A top view of a center position adjustment device for an aircraft turning handwheel according to a preferred embodiment of the present invention is shown.

[0025] List of reference numerals

[0026] 10-turn handwheel

[0027] 100 Handle Base

[0028] 105 Opening

[0029] 110 Activation Switch

[0030] 120 linkage mechanism

[0031] 121 First Sleeve

[0032] 122 set

[0033] 123 pins

[0034] 124 Second Sleeve

[0035] 125 Sleeve Base

[0036] 130 Locking Component

[0037] 131 First locking element

[0038] 132 Second Locking Component

[0039] 133 Compression Spring

[0040] 140 leaf springs

[0041] 141 First spring

[0042] 142 Second spring

[0043] 200 Inner Shaft Main Body

[0044] 210 teeth

[0045] 300 Handle

[0046] 400 casing Detailed Implementation

[0047] The present invention will be further described below with reference to specific embodiments and accompanying drawings. More details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention can obviously be implemented in many other ways different from those described herein. Those skilled in the art can make similar extensions and derivations based on actual application situations without departing from the spirit of the present invention. Therefore, the scope of protection of the present invention should not be limited by the content of this specific embodiment.

[0048] Figure 1 A perspective view of the external shape of a turning handwheel 10 with a center position adjustment device according to a preferred embodiment of the present invention is shown, while Figure 2 An exploded perspective view of a portion of the structure of an aircraft turning handwheel 10 according to a preferred embodiment of the present invention is shown. Figure 1 and Figure 2 As shown, the turning handwheel 10 mainly includes a housing 400, a handle base 100, a handle 300, an inner shaft body 200, and a center position adjustment device. The housing 400 is cylindrical, forming a receiving cavity. A circular opening is provided on the upper surface of the housing 400 for rotatably accommodating the handle base 100. The handle 300 is mounted on the handle base 100 and has two opposing arms and a crossbar connecting the arms. The arms of the handle 300 are pivotally connected to the side wall of the handle base 100. The inner shaft body 200 is at least partially housed within the receiving cavity of the housing 400. Within the receiving cavity of the housing 400, the inner shaft body 200 is typically connected below an angular displacement sensor (not shown). The inner shaft body 200 is arranged to be able to rotate around... Figure 1 The longitudinal axis L shown rotates relative to the outer casing 400, causing the angular displacement sensor to output a corresponding command signal. In use, the pilot presses the handle 300 downwards in the pressing direction, activating the actuation switch (not shown) installed inside the handwheel. The actuation switch is turned on, and as the inner shaft body 200 drives the angular displacement sensor to rotate, a turning command signal is output to the control center.

[0049] In particular, to accommodate individual differences in pilots' body dimensions, such as Figure 2 As shown, the inner shaft body 200 is connected to the handle base 100 via a center position adjustment device. This device is configured to adjust the angle of the handle base 100 relative to the housing 400 about the central axis L in a neutral position. In handwheels, the neutral position typically refers to the position corresponding to the initial state of the angular displacement sensor. It should be understood that the neutral position of the inner shaft body 200 relative to the housing 400 about the central axis L is fixed. Adjusting the neutral position of the handle base 100 relative to the housing 400 about the central axis L via the center position adjustment device allows the pilot to operate the handle at the most comfortable angle.

[0050] The following, combined with Figures 2 to 5 The detailed structure of the center adjustment device according to a preferred embodiment of the present invention is described below.

[0051] Preferably, the neutral position adjustment device mainly includes a locking assembly 130 and an adjustment linkage assembly. The locking assembly 130 mainly includes locking elements 131 and 132, which are configured to engage and lock onto the inner shaft body 200. The adjustment linkage assembly is configured to allow the locking elements 131 and 132 of the locking assembly to move relative to the inner shaft body 200 between a locked position and an adjusted position. When the locking elements 131 and 132 are in the locked position, the inner shaft body 200 can rotate relative to the housing 400 with the handle base 100. When the locking elements 131 and 132 are in the adjusted position, the locking elements disengage relative to the inner shaft body 200, and the handle base 100 can rotate relative to the inner shaft body 200. The rotation of the handle base 100 relative to the inner shaft body 200 achieves the adjustment of the handle 300 to the neutral position.

[0052] like Figure 1 As shown, the adjustment linkage assembly of the center position adjustment device preferably includes an activation switch 110 and a linkage mechanism 120. The linkage mechanism 120 is disposed between the activation switch 110 and the locking elements 131 and 132. The pilot's operation of the activation switch 110 is transmitted to the locking elements 131 and 132 through the linkage mechanism 120. The activation switch 110 has an inactive position and an active position. The adjustment linkage assembly is arranged so that the activation switch 110 is normally in the inactive position, that is, the activation device will remain in the inactive position when no force is applied, so as to avoid unsafe consequences caused by the pilot accidentally activating it or forgetting to reset it.

[0053] In a preferred embodiment, the cooperation between the activation switch 110, the linkage mechanism 120, and the locking members 131 and 132 forms the following linkage relationship: when the activation switch 110 is in the inactive position (e.g., when the activation switch 110 is in the inactive position, as shown in the preferred embodiment), the following linkage relationship is formed: when the activation switch 110 is in the inactive position (e.g., when the activation switch 110 is in the inactive position, Figure 4 When the position shown is reached, the linkage mechanism 120 causes the locking members 131 and 132 to enter the locking position, forming a lock with the inner shaft body 200, thereby enabling the inner shaft body 200 to lock and follow the upper handle base 100; when the activation switch 110 is in the activation position (i.e., from the position shown), the locking ... Figure 4 (When the position shown is moved forward), the linkage mechanism 120 causes the locking parts 131 and 132 to disengage from the inner shaft body 200, and the inner shaft body 200 and the upper handle base 100 are separated. In this way, when the pilot operates the handle, the handle base 100 will rotate relative to the inner shaft body 200, but the inner shaft body 200 will not rotate, thereby achieving the adjustment of the neutral position of the handwheel.

[0054] According to a preferred embodiment, the locking assembly 130 further includes a pair of locking members 131, 132 and a reset elastic member 140. The reset elastic member 140 is configured to provide an elastic force to the locking members to cause the locking members to engage and lock with the inner shaft body.

[0055] Specifically, the paired locking elements include a first locking element 131 and a second locking element 132. The first locking element 131 and the second locking element 132 are stacked together and connected by a pin. The first locking element 131 and the second locking element 132 each have locking claws, such as... Figure 2 As shown, the inner peripheral edge of the top of the inner shaft body 200 is provided with a plurality of teeth 210 that can engage with locking pawls, so that the locking pawls on the locking members 131 and 132 can respectively engage with two adjacent teeth 210 of the inner shaft body 200.

[0056] An elastic element in the form of a compression spring 133 is disposed in the holes formed by the first locking member 131 and the second locking member 132, and the compression spring 133 is configured to apply outward forces in opposite circumferential directions to the two locking members 131 and 132, such that the locking pawls engage with the teeth 210 of the inner shaft body 200 without clearance in both circumferential directions. For example, as Figure 5 As shown, the locking pawl of the upper locking member 131 abuts against a tooth 210 in a counterclockwise circumferential direction, while the locking pawl of the lower locking member 132 abuts against an adjacent tooth 210 in a clockwise circumferential direction. In this way, the combination of the paired locking members 131 and 132 with the elastic member eliminates any gaps that may occur between the locking pawl and the tooth 210 during transmission, thus improving transmission accuracy.

[0057] like Figure 2 As shown, the reset elastic element of the locking assembly is specifically a pair of leaf springs 140: a first leaf spring 141 and a second leaf spring 142. Both the first leaf spring 141 and the second leaf spring 142 are fixedly mounted on the handle base 100. The reset elastic element is configured to apply force to the locking elements 131 and 132 in a radial direction perpendicular to the longitudinal axis L. When the activation switch 110 is not activated, the elastic force generated by the reset elastic element will force the locking pawl to engage along the engagement teeth 210.

[0058] It should be understood that the locking assembly 130 can also be constructed in other ways. For example, only one locking pawl can be provided, and the first leaf spring 141 and the second leaf spring 142 can be replaced by springs of other structures or a single reset elastic element.

[0059] According to a preferred embodiment of the present invention, such as Figure 2As shown, the linkage mechanism 120 includes a first sleeve 121, a sleeve rod 122, a pin 123, a second sleeve 124, and a sleeve base 125. The upper part of the first sleeve 121 is connected to an activation switch 110. The sleeve rod 122 has a first rod, an intermediate sleeve, and a second rod. The first rod and the second rod extend vertically from the intermediate sleeve, respectively. The first rod is inserted into the first sleeve 121, and the second rod is inserted into the second sleeve 124. The intermediate sleeve of the sleeve rod 122 extends horizontally and inserts into the pin 123. The pin 123 is then fixed to the handle base 100, for example... Figure 2 As shown, the handle base 100 has an integrally formed support seat with a pivot hole in which the pin 123 is pivotally mounted. The second sleeve 124 of the linkage mechanism 120 is pin-connected to the sleeve base 125. Specifically, the second sleeve 124 includes a generally horizontally extending pin, and the sleeve base 125 forms a corresponding pin hole into which the pin is inserted. The sleeve base 125 also has a pin extending along the longitudinal axis L, which is inserted into holes formed in the two locking members 131 and 132, thereby connecting the linkage mechanism 120 to the locking assembly 130. In addition, both the first sleeve 121 and the second sleeve 124 are provided with compression springs (not shown) to abut against the corresponding inserted pins.

[0060] The activation switch 110 is attached to the top of the first sleeve 121. Preferably, the activation switch 110 is plate-shaped and has latches on both sides to maintain contact with the opening 105 on the handle base 100. The handle base 100 forms an opening 105 for receiving the activation switch 110, which is disposed within the opening 105 and does not protrude from the outer surface of the handle base. The activation switch 110 employs an embedded design to prevent accidental activation during normal pilot operation.

[0061] In addition, to prevent dust or foreign objects from entering the receiving cavity through the opening 105 and causing jamming, a dustproof device, such as a dustproof brush, is preferably provided at or near the opening 105 of the handle base 100.

[0062] In the preferred embodiment, the linkage mechanism 120 causes the activation switch 110 to move in the horizontal direction, thereby conforming to the direction of force applied by the human hand and improving the convenience of operation.

[0063] The following, combined with Figure 2 - Figure 4 Explain the operation of the center position adjustment device. When the activation switch 110 is in the position shown... Figure 4In the natural state shown, the first locking member 131 and the second locking member 132 are stacked and fixed together by positioning pins. Under the action of the outward elastic force of the compression spring 133, they maintain compressive contact with the teeth 210 on the inner shaft body 200. At this time, the inner shaft body 200 and the mechanism above it, including the handle base 100, are locked and follow each other without gaps. When the pilot operates the handle 300 to rotate around the longitudinal axis, the handle 300 drives the handle base 100, and further drives the inner shaft body 200 to rotate together, thereby causing the angular displacement sensor to generate and output the corresponding steering command signal.

[0064] If the pilot feels uncomfortable in the neutral position of the handle 300 and wishes to adjust it, they can move the activation switch 110 forward. At this time, the locking assembly 130 can move backward under the action of the linkage mechanism 120. At this time, the leaf spring assembly 140 will press the upper and lower locking parts 131 and 132 inward. The pressing force will resist the outward force of the compression spring 133 in the locking parts 131 and 132, causing the first locking part 131 and the second locking part 132 to disengage from the teeth 210 on the inner shaft body 200 and close inward. In this way, the locking assembly 130 is disengaged from the inner shaft body 200 driven by the teeth 210, and the upper handle 300 and handle base 100 are motionally isolated from the lower inner shaft body 200 and the sensors driven by it. During the adjustment of the neutral position, the lower sensor will not output. Once the handle 300 is rotated to a comfortable position, releasing the activation switch 110 causes the locking member 130 to move forward under the action of the leaf spring assembly 140, thereby re-engaging with the teeth 210 on the inner shaft body 200. The inner shaft body 200 and its upper mechanism, including the handle base 100, return to a gapless, locked, follow-along state. At this point, rotating the upper mechanism can normally drive the lower inner shaft body 200 to rotate, thus outputting a control signal. Adjusting the neutral position of the upper mechanism of the turning handwheel 10 will not affect the neutral position of the lower inner shaft body 200, nor will it change the normal travel range of the turning handwheel 10.

[0065] In addition, to clearly indicate the neutral position, indicator marks for the neutral position can be provided on the handle base 100 and the housing 400. For example, a neutral line can be provided on the outer surface of the handle base 100, and a circumferential scale that matches the internal teeth 210 can be provided on the housing 400. Pilots can refer to the position of the indicator marks relative to the circumferential scale during adjustment.

[0066] The aircraft turning handwheel with a center position adjustment device according to the present invention can be adjusted to the neutral position of the handwheel to meet the needs of operators of different body sizes for ease of operation and comfort, thereby improving operating efficiency.

[0067] With the structure of the adjustment linkage component and locking component of the present invention, the pilot needs to push the activation switch forward to drive the linkage mechanism to activate the center position adjustment function of the handwheel. When no external force is applied, the activation switch will remain in the inactive position, which can avoid unsafe consequences caused by the pilot accidentally touching or forgetting to reset.

[0068] The locking assembly in this invention uses a combination of locking and elastic elements, which eliminates the gaps that may occur during the gear transmission between the locking element and the inner shaft body, and further improves the transmission accuracy.

[0069] While the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the invention. Any variations and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention, without departing from the scope of the invention, fall within the protection scope defined by the claims of the present invention.

Claims

1. An aircraft turning handwheel, comprising: The outer casing (400) forms a receiving cavity; A handle base (100) is rotatable relative to the housing; A handle (300) is provided to the handle base; and The inner shaft body (200) is substantially housed within the receiving cavity of the outer casing; The inner shaft body is configured to rotate relative to the outer casing following the handle base (100); The aircraft turning handwheel is characterized in that it further includes a center position adjustment device, the center position adjustment device comprising: A locking assembly (130) includes a pair of locking elements (131, 132) configured to lock with the inner shaft body. The locking assembly comprises the pair of locking elements (131, 132) and a reset elastic member. The pair of locking elements includes a first locking element (131) and a second locking element (132). The reset elastic member is configured to provide an elastic force to the locking elements so that they engage with the inner shaft body for locking. An adjusting linkage assembly is configured to move the locking member relative to the inner shaft body between a locked position and an adjusting position. When the locking member is in the locked position, the inner shaft body can rotate relative to the housing with the handle base. When the locking member is in the adjusting position, the locking member is disengaged relative to the inner shaft body, and the handle base can rotate relative to the inner shaft body. The first locking member and the second locking member are connected by a pin, and The elastic element (133) is arranged to apply opposite forces to the first locking element (131) and the second locking element (132), such that the first locking element (131) and the second locking element (132) abut against two teeth of the inner shaft body in opposite circumferential directions.

2. The aircraft turning handwheel as described in claim 1, characterized in that, The regulating linkage assembly includes an activation switch (110) and a linkage mechanism (120). The linkage mechanism is disposed between the activation switch and the locking member, and moves as the activation switch is activated. When the activation switch is not activated, the linkage mechanism locks the locking member relative to the inner shaft body. When the activation switch is activated, the linkage mechanism causes the locking member to disengage from the inner shaft body.

3. The aircraft turning handwheel as described in claim 1, characterized in that, Holes are formed in the first locking member (131) and the second locking member (132), and the elastic member (133) is arranged in the holes.

4. The aircraft turning handwheel as described in claim 1, characterized in that, The top inner peripheral edge of the inner shaft body is integrally formed with multiple teeth, and the locking member is configured to engage and lock with the teeth of the inner shaft body.

5. The aircraft turning handwheel as described in claim 2, characterized in that, The linkage mechanism includes: First sleeve (121), the first sleeve is connected to the activation switch; A sleeve (122) is pivotally mounted to the handle base by a pin. The sleeve has a first rod, a second rod, and an intermediate sleeve. The first rod is connected to the first sleeve, and the intermediate sleeve is pivotally connected to the handle base. The second sleeve (124) is connected to the second rod of the sleeve rod. A sleeve base (125) pivotally supports the second sleeve and has a pin for connection to the assembly.

6. The aircraft turning handwheel as described in claim 5, characterized in that, The locking assembly includes a first locking element (131) and a second locking element (132). The sleeve base has a pin that is inserted into a pin hole formed in the first locking member and the second locking member.

7. The aircraft turning handwheel as described in claim 2, characterized in that, The handle base forms an opening for receiving the activation switch, which is arranged in the opening and does not protrude from the outer surface of the handle base.

8. The aircraft turning handwheel as described in claim 7, characterized in that, It also includes a dustproof device, which is located at or near the opening of the handle base where the activation switch is located.

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