Aircraft manipulator trim device

Abstract

An apparatus (2) for adjusting trim of an aircraft manipulator comprises manipulator centering means (11) mechanically coupled to a control shaft (5) that rotates in response to an input of the manipulator. The manipulator centering device (11) comprises a manipulator centering spring (21) preloaded with a preloading force to provide a first biasing force to bias the control shaft (5) to the manipulator neutral position. The apparatus (2) has a trim mechanism (13) mechanically coupled to the manipulator centering means (11) and comprising trim locking means (16) having a locked state and an unlocked state. When the trim locking device (16) is in the unlocked state, the resistance of the trim mechanism (13) is smaller than the preload force, so that when the trim mechanism (13) is in the unlocked state, actuation of the manipulator (3) can adjust the position of the manipulator centering device (11) to change the trim degree.

Description

Technical Field

[0001] The present disclosure relates to a device for adjusting aircraft inceptor trim. The present disclosure also relates to a system comprising the device for adjusting aircraft inceptor trim. Background Art

[0002] A manipulator unit in an aircraft with a trim function comprises a trim actuator (TA) comprising an electric motor with control electronics, which drives an irreversible mechanical chain connected to a manipulator centering spring.

[0003] The pilot adjusts trim using the trim rotary switch, instructing the TA to move the control neutral position to the desired trim position.

[0004] Additionally, when the autopilot is controlling the aircraft, the TA can be used to backdrive the manipulators so that their positions correspond to the trim commands sent by the autopilot to the control surfaces.

[0005] In many cases, manipulator backdrive is not required, and in these cases, commonly used manipulator trim systems are overly complex. Summary of the Invention

[0006] According to the present disclosure, an apparatus for adjusting aircraft control device trim is provided, the apparatus comprising: a control device configured to be mechanically coupled to a control shaft, wherein the control shaft rotates in response to a control input provided at the control device, wherein the control device comprises a control device centering spring, wherein the control device centering spring is preloaded with a preload force, and wherein the control device centering spring is configured to provide a first biasing force to bias the control shaft to a control device neutral position; and a trim mechanism mechanically coupled to the control device centering and comprising a trim lock, the trim lock having an unlocked state in which the trim lock is configured to allow adjustment of a position of the control device centering, and a locked state in which the trim lock is configured to maintain the adjusted position of the control device centering; wherein when the trim lock is in the unlocked state, a resistance force of the trim mechanism is less than the preload force, such that when the trim mechanism is in the unlocked state, actuation of an interceptor causes adjustment of the position of the interceptor centering to change the interceptor neutral position and thereby change the degree of trim of the aircraft interceptor.

[0007] It should be understood that the term "controller" includes all aircraft input devices that a pilot can use to direct the control of the aircraft. Specifically, the term "controller" as used herein includes pedals (e.g., rudder pedals) for controlling the yaw axis of the aircraft and control columns / yokes for controlling the pitch and roll axes of the aircraft.

[0008] It will be appreciated that when the trim lock is in the locked state, actuation of the actuator causes the spring to deform in accordance with the actuation of the actuator while the trim mechanism remains stationary (increasing the force exerted by the spring).

[0009] It should be understood that the term "controller neutral position" as used herein refers to the position adopted by the control when there is no input load on the control (ie, no force applied to the control by the pilot or autopilot).

[0010] It should also be understood that "trim neutral position" as used herein refers to a position where the degree of trim is substantially equal to zero, i.e., the position of the controller being neutral (i.e., no input load on the controller) corresponds to the position of the control surface being neutral.

[0011] Therefore, the trim neutral position is fixed, while the control neutral position depends on the current trim level.

[0012] It should be understood that a spring is an object that can deform when a force is applied to it and return to its original shape when the force is removed.

[0013] It will be appreciated that because the spring is preloaded with a preload force (the manipulator centering preload force), the spring has already deformed to the preload force, so any force applied to the spring below the preload force will not deform the spring (ie, the spring will act as a rigid element).

[0014] The resistance of the trim mechanism is the resistance that prevents the manipulator centering device from moving away from the trim neutral position. The resistance of the trim mechanism may include forces generated by friction in bearings and / or pivots. The resistance of the trim mechanism may include damping forces generated by damping devices.

[0015] In an example, a manipulator centering device includes a first portion configured to be mechanically coupled to a control shaft, a second portion mechanically coupled to a trim mechanism, wherein the first portion and the second portion are each mechanically coupled to a manipulator centering spring, and wherein the second portion is movable relative to the first portion.

[0016] In examples, the trim mechanism includes a trim centering device configured to provide a second biasing force to bias the manipulator centering device toward a trim neutral position, wherein the resistance comprises the second biasing force (i.e., the resistance comprises the second biasing force and may also include forces resulting from friction present in bearings and / or pivots, and / or damping forces generated by a damping device).

[0017] As the manipulator centering device is further rotated away from the trim neutral position, the second biasing force can increase. In an example, a maximum value of the second biasing force (e.g., when the manipulator centering device is at its maximum rotation away from the trim neutral position) causes the resistance force to be less than the preload force of the manipulator centering device spring.

[0018] In an example, the trim mechanism includes a damper configured to damp the second biasing force. The damper may be integrated into the trim lock. In such an example, the trim lock may be considered a trim lock and damping device.

[0019] In an example, the damper is an electromechanical damper.

[0020] In an example, the trim centering device includes a spring configured to provide the second biasing force.

[0021] In an example, the trim centering device includes an extension spring (eg, a helical extension spring) configured to provide the second biasing force.

[0022] In an example, the trim centering device includes a compression spring (eg, a helical compression spring) configured to provide the second biasing force.

[0023] In an example, a trim centering device includes a lever and a cam surface mechanically coupled to a manipulator centering device.

[0024] In an example, a first end of a tension spring is coupled to a frame (e.g., a fixed frame of an aircraft), a second end of the tension spring is coupled to a first end of a lever, and wherein the lever is configured to pivot about a pivot point such that the second end of the lever moves along a cam surface such that the tension spring extends when the manipulator centering device is rotated away from a trim neutral position (i.e., the tension spring extends regardless of whether the current degree of trim is positive or negative (e.g., yaw trim right or yaw trim left, nose up trim or nose down trim, roll trim right or roll trim left)).

[0025] In an example, the second end of the lever includes a roller configured to roll along the cam surface.

[0026] In an example, the cam surface is a V-shaped (eg, V-shaped or U-shaped) cam surface.

[0027] In an example, the trim lock comprises a power-off brake.

[0028] In an example, the manipulator centering device is mechanically coupled to the trim lock device via one or more gears (ie, the mechanical coupling is achieved by meshing of one or more gears).

[0029] In an example, the manipulator centering spring is a torsion spring. In such an example, it should be understood that the preload force is a preload torque. In such an example, the position of the manipulator centering device can be adjusted to change the degree of trim by rotating the entire manipulator centering device (e.g., about the axis of the control shaft).

[0030] In the example, the manipulator centering spring is a helical torsion spring.

[0031] In an example, the manipulator centering device is configured such that the torsion spring is wound tighter both when the control shaft is rotated in a clockwise direction and when the control shaft is rotated in a counterclockwise direction.

[0032] In an example, a manipulator centering device includes a drive member (e.g., a tooth) coupled to a control shaft and a retaining member (e.g., a tooth), the retaining member being configured to remain stationary when the trim lock is in a locked state and to be movable when the trim lock is in an unlocked state, wherein the manipulator centering device is configured such that when the trim lock is in the locked state and the control shaft rotates, the drive member acts on a first end of a torsion spring and the retaining member retains a second end of the torsion spring, causing the torsion spring to be wound more tightly. When the trim lock is in the unlocked state and the control shaft rotates, the drive member acts on the first end of the torsion spring and the retaining member is allowed to move when acted upon by the second end of the torsion spring, causing the entire manipulator centering device to rotate.

[0033] In an example, the manipulator centering device includes a compression spring (e.g., a helical compression spring). In an example, the manipulator centering device includes a push-pull rod. In such an example, the position of the manipulator centering device can be adjusted to change the trim level by moving an anchoring element of the push-pull rod.

[0034] In an example, the manipulator centering spring is an extension spring (e.g., a helical extension spring). In an example, the manipulator centering device includes a lever and a cam surface mechanically coupled to the control shaft. In such an example, the position of the manipulator centering device can be adjusted to change the degree of trim by moving an anchoring element of the extension spring.

[0035] In an example, the trim mechanism includes one or more trim sensors mechanically coupled to the trim mechanism and configured to detect a trim position.

[0036] According to the present disclosure, a system is provided, comprising the apparatus as described above, a first aircraft manipulator, and one or more manipulator sensors, wherein the first aircraft manipulator and the one or more manipulator sensors are mechanically coupled to a control axis.

[0037] It will be appreciated that the actuator sensors are configured to send instructions to a fly-by-wire aircraft control system which in turn dictates movement of the aircraft control surfaces.

[0038] In an example, the system includes a manipulator damper mechanically coupled to the manipulator centering device and configured to dampen a first biasing force provided by the manipulator centering device.

[0039] In an example, the system includes a second aircraft control mechanically coupled to the control axis. The first control may be a pilot's control, and the second control may be a co-pilot's control.

[0040] In each of the above examples, the actuator may be a pair of rudder pedals for controlling the yaw axis of an aircraft. In such examples, the actuator centering device may be considered a pedal centering element.

[0041] In each of the above examples, the manipulator may be a control column or a control yoke for controlling the pitch and roll axes of the aircraft. In such examples, the manipulator centering device may be considered a column or yoke centering element.

[0042] In each of the above examples, the controller may be a control column or a control yoke for controlling the roll axis of the aircraft. In such examples, the controller centering device may be considered to be a column or yoke centering element. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] One or more non-limiting examples will now be described, by way of example only, and with reference to the accompanying drawings, in which:

[0044] Figure 1 An aircraft having control surfaces is shown;

[0045] Figure 2 An exploded view of a system including apparatus for trimming an aircraft rudder operated by rudder pedals is shown;

[0046] Figure 3 shows a schematic diagram of the manipulator centering device;

[0047] Figure 4 shows the device Figure 3 Manipulator centering device and balancing mechanism;

[0048] Figure 5 A schematic plan view of the trim and centering device is shown;

[0049] Figure 6 a schematic diagram showing an alternative manipulator centering arrangement; and

[0050] Figure 7 Shown Figure 2 Exploded views of variants of the system. DETAILED DESCRIPTION

[0051] Figure 1 An aircraft 100 is shown including a plurality of control surfaces 101. The control surfaces include a rudder 102, ailerons 103, and elevators 104.

[0052] Figure 2An exploded view of a system 1 is shown, comprising an apparatus 2 for trimming an aircraft control. In the illustrated example, the control may be a pair of rudder pedals for controlling the aircraft's yaw axis. The system 1 includes a pair of rudder pedals 3, a control shaft 5, a control damper and friction mechanism 7, and a pair of control sensors 9.

[0053] It should be understood that although the apparatus 2 has been illustrated in conjunction with rudder pedal trimming for a fixed-wing aircraft, the novel features disclosed herein are applicable to trim adjustment of any aircraft control, including controls for rotorcraft (i.e., helicopters). When applied to rotorcraft controls, the apparatus 2 can be used to trim cyclic pitch, collective pitch, and tail rotor pitch.

[0054] The control shaft 5 is mechanically coupled to the rudder pedals 3 by a link 4, which is configured so that actuation of the rudder pedals 3 causes the control shaft 5 to rotate about its longitudinal axis. Depressing the left pedal causes the control shaft 5 to rotate counterclockwise, while depressing the right pedal causes the control shaft 5 to rotate clockwise.

[0055] The manipulator damper and friction mechanism 7 is mechanically coupled to the control shaft 5 and is configured to resist the rotation of the control shaft 5 so as to prevent the control shaft from moving quickly and / or abruptly. The manipulator damper and friction mechanism 7 also damps any vibrations in the rotation of the control shaft 5. The damper may be an electromagnetic damper, a hydraulic damper, or a friction damper.

[0056] The degree of rotation of the control shaft 5 is detected by an actuator sensor 9. The actuator sensor 9 is configured to send instructions to a fly-by-wire aircraft control system (not shown), which in turn instructs the aircraft rudder 102 to move. It will be appreciated that in examples, only one actuator sensor 9 may be provided, but in the illustrated example, two actuator sensors are provided for redundancy. It will be appreciated that in examples, the control shaft 5 may be mechanically coupled (e.g., via a cable linkage) to an aircraft control surface (e.g., an aircraft rudder) such that the control shaft acts directly on the control surface.

[0057] It should be understood that the term "pedal neutral position" as used herein corresponds to the term "controller neutral position" and refers to the position adopted by the rudder pedals 3 (controllers) when there is no input load on the pedals (i.e., the pilot or autopilot is not applying force to the pedals).

[0058] It should also be understood that as used herein, "trim neutral position" refers to the position where rudder trim = 0, ie, when the pedal neutral position does not correspond to left rudder or right rudder.

[0059] Therefore, trim neutral position is fixed, while pedal neutral position depends on the current rudder trim level.

[0060] It should be understood that the device 2 is compatible with a number of different systems, and therefore the features of the device 2 discussed below should not be construed as being limited to the Figure 1 The specific system 1 shown.

[0061] The device 2 includes a manipulator centering device 11 and a trim mechanism 13, the trim mechanism including a trim sector gear 15, a trim locking and damping device 16 and a trim centering device 17. The trim mechanism may also include one or more trim sensors 19. Figures 3 to 5 The operation of the various elements of device 2 is discussed.

[0062] Figure 3 A schematic diagram of the manipulator centering device 11 is shown. The manipulator centering device 11 comprises a helical torsion spring 21, an upper cup 23, a lower cup 25, a drive tooth 27, a retaining tooth 29 and an anchoring element 31. The upper cup 23 and the lower cup 25 each at least partially surround the torsion spring 21 and are freely rotatable about the control shaft 5.

[0063] A first end of the torsion spring 21 is coupled to the upper cup 23 at a first connection point. A second end of the torsion spring 21 is coupled to the lower cup 25 at a second connection point. The upper cup 23 and the lower cup 25 each include a respective driving surface 33, 35.

[0064] The driving teeth 27 and the retaining teeth 29 are both sandwiched between the driving faces 33, 35. In addition, the driving faces 33, 35 each overlap with the driving teeth 27 and the retaining teeth 29, so that both driving faces 33, 35 can be acted upon by the driving teeth 27 and the retaining teeth 29.

[0065] The drive tooth 27 is rigidly coupled to the control shaft 5. The retaining tooth 29 is rigidly connected to the anchoring element 31, which in turn is rigidly coupled to the trim sector gear 15. Thus, the retaining tooth 29 is allowed to move only when the trim locking and damping device 16 is in the unlocked state. When the trim locking and damping device 16 is in the locked state, the anchoring element 31, and therefore the retaining tooth 29, is fixed in place.

[0066] When a left reverse rudder input is received, the control shaft 5 rotates counterclockwise. This rotation also moves the rigidly connected drive gear 27 in the counterclockwise direction (in Figure 3 As a result, the drive tooth 27 acts on the drive surface 33 of the upper cup 23 and thus pulls the first end of the torsion spring 21 via the first connection point.

[0067] The second end of torsion spring 21 acts on lower cup 25 via second connection point 32, thereby causing drive surface 35 of lower cup 25 to act on retaining tooth 29. With retaining tooth 29 fixed in place, rotation of control shaft 5 acts to wind torsion spring 21 tighter, causing the spring to wind itself in. When pressure is released on the left rudder pedal, torsion spring 21 unwinds, causing drive tooth 27 to return to a position aligned with retaining tooth 29, thereby returning control shaft 5 and rudder pedal 3 to their neutral pedal position.

[0068] When a right rudder input is received, the control shaft 5 rotates clockwise. This rotation also moves the rigidly connected drive gear 27 in the clockwise direction (in Figure 3 As a result, the drive tooth 27 acts on the drive surface 35 of the lower cup 25 and thus pulls the second end of the torsion spring 21 via the second connection point.

[0069] The first end of torsion spring 21 acts on upper cup 23 via the first connection point, thereby causing drive surface 33 of upper cup 23 to act on retaining tooth 29. With retaining tooth 29 fixed in place, rotation of control shaft 5 acts to wind torsion spring 21 tighter, causing torsion spring 21 to wind itself in. When pressure is released on the right rudder pedal, torsion spring 21 unwinds, causing drive tooth 27 to return to a position aligned with retaining tooth 29, thereby returning control shaft 5 and rudder pedal 3 to their neutral pedal position.

[0070] With the above arrangement, when the control shaft 5 rotates in both the clockwise and counterclockwise directions, the torsion spring 21 is wound tighter.

[0071] Because the drive surface 33 of the upper cup 23 and the drive surface 35 of the lower cup 25 overlap with the drive teeth 27 and the retaining teeth 29, respectively, the torsion spring 21 cannot be loosened to any position further than the point where the drive surfaces 33 and 35 contact the drive teeth 27 and the retaining teeth 29. Therefore, the torsion spring 21 can be preloaded with a preload torque, and the preload torque can be set by setting the tooth thickness of the drive teeth 27 and the retaining teeth 29. In an example, the manipulator centering device may include a mechanism for adjusting the preload torque.

[0072] By preloading (pre-twisting) the torsion spring 21, the manipulator centering device 11 is arranged so that any torque applied to the torsion spring 21 via the drive teeth 27 or the retaining teeth 29 that is less than the preload torque will not wind up the spring 21. Therefore, when the trim lock 16 is unlocked, an applied torque that is less than the preload torque will rotate the entire manipulator centering device 11 without winding up the torsion spring 21, as the torsion spring 21 will act as a rigid element.

[0073] Figure 4An exploded perspective view of a device 2 for trimming an aircraft manipulator is shown. As described above, the device 2 comprises a manipulator centering device 11 and a trim mechanism 13 comprising a trim sector gear 15, a trim locking and damping device 16 and a trim centering device 17. Figure 4 The illustrated trim mechanism 13 also includes a trim sensor 19 . Figure 4 The manipulator centering device 11 shown is Figure 3 The manipulator centering device 11 is illustrated.

[0074] Anchor element 31 is rigidly coupled to trim sector 15. Trim sector 15 comprises teeth 38 and a body 39 surrounding control shaft 5. Body 39, and thus trim sector 15, is freely rotatable about the control shaft. Trim sector 15 is mechanically coupled to trim lock and damping device 16. Trim lock and damping device 16 comprises a drive shaft 40 having teeth 42.

[0075] exist Figure 4 In the illustrated example, the trim sector gear 15 and the trim lock and damper device 16 are coupled via an intermediate gear 41. In the illustrated example, the intermediate gear 41 is a compound spur gear including first teeth 43 and second teeth 45. The teeth 38 of the trim sector gear 15 mesh with the first teeth 43, and the second teeth 45 mesh with the teeth 42 on the drive shaft 40 of the trim lock and damper device 16. It should be understood that, in different configurations, the teeth 38 on the trim sector gear 15 may directly mesh with the teeth 42 on the drive shaft 40, or the body 39 may mesh with the drive shaft 40, or the body 39 and drive shaft 40 may be integrally formed.

[0076] The trim lock and damping arrangement 16 includes a power-off brake (POB) 47 and a damper 49. In the illustrated example, the damper is an electromagnetic damper 49, but in other examples, the damper 49 may be any suitable damper, such as a hydraulic damper or a friction damper.

[0077] When no power is supplied to the POB 47, the drive shaft 40 is locked in position, and thus the trim sector 15 and the anchor element 31 of the manipulator centering device 11 are locked in position. When power is supplied to the POB 47, it is unlocked, and thus the drive shaft 40, the trim sector 15, and the anchor element 31 of the manipulator centering device 11 are free to move, but this movement (via the drive shaft 40) is damped by the electromagnetic damper 49.

[0078] The trim centering device 17 is coupled to the body 39 of the trim sector gear 15 and is configured to bias the trim mechanism 13 toward a trim neutral position. Figure 7 The trim and centering device 17 will be described in detail.

[0079] Figure 5 A plan view of the trim centering device 17 is shown. The trim centering device 17 includes a cam element 51, a lever 53, and a canted coil spring 55. The cam element 51 is rigidly coupled to the body 39 of the trim sector 15 so that both the trim sector 15 and the cam element 51 rotate together about the control shaft 5. In some examples, the cam element 51 may be integrally formed with the body 39 of the trim sector 15. The cam element 51 includes a V-shaped cam surface 57. The lever 53 includes a pivot point 59 at which the lever 53 is pivotally mounted to the fixed frame, and a first arm 61 and a second arm 63, each extending from the pivot point 59 and each having a respective distal end 65, 66. The distal end 65 of the first arm is pivotally connected to the first end 69 of the canted coil spring 55. The second end 71 of the canted coil spring 55 is fixedly mounted to the fixed frame. At the distal end 66 of the second arm 63, a roller 67 is provided that contacts the cam surface 57. In the illustrated example, the first arm 61 and the second arm 63 are curved. In an example, the canted coil spring 55 can be replaced by a torsion spring arranged around the pivot point 59. In an example, the trim centering device may not include a lever and a cam surface and may be implemented as a torsion spring connected between the body 39 and the fixed frame of the aircraft. The illustrated cam surface arrangement is advantageous over such alternatives because the gradient of the cam surface can be fine-tuned within a compact design.

[0080] The V-shaped cam surface 57 is configured so that when the cam element 51 rotates in a clockwise or counterclockwise direction, the roller 67 rolls along the cam surface 57 away from the V-shaped recess 73, and the distal end 66 of the second arm 63 is pushed toward the Figure 5 5. The trim centering device 17 is configured such that this position corresponds to the trim neutral position.

[0081] The overall operation of the system 1 will now be described.

[0082] When the pilot wishes to trim the controls (rudder pedals in the illustrated example), they will unlock the trim mechanism 13. This can be accomplished, for example, via a trim unlock button in the cockpit. Upon receiving the trim unlock command, power is supplied to the POB 47 to unlock the drive shaft 40, thereby allowing the trim sector 15 and the anchor element 31 of the manipulator centering device 11 to move. In this unlocked state, the manipulator centering device 11 is biased toward the trim neutral position by the trim centering device 17, as described above.

[0083] To trim the aircraft rudder 102 (control surface 101), the pilot moves the rudder pedals 3 (controllers) to the desired position. Apparatus 2 is configured so that the preload on the control pedal centering spring 21 is greater than the total maximum force resisting rotation of the control pedal centering device 11 over the entire range of pedal (controller) movement. This force is composed of the damping force generated by the damper 49, the biasing force generated by the trim centering device 17, and general friction (from the bearings and linkage).

[0084] Due to the preload of the torsion spring 21, the preload force must be exceeded before the torsion spring 21 of the manipulator centering device 11 can be wound tighter. Therefore, when the trim mechanism 13 is unlocked, movement of the rudder pedals 3 (manipulator) acts to rotate the entire manipulator centering device 11, rather than winding up the torsion spring 21. When the pilot is satisfied with the trim level, they will relock the trim mechanism 13, for example, using the trim lock button in the cockpit. When the trim lock command is received, power to the POB 47 is cut off to lock the drive shaft 40, and thereby prevent the trim sector gear 15 and the anchor element 31 of the manipulator centering device 11 from moving. The system is now locked in the trim state. In the trim lock state, movement of the rudder pedals 3 will rotate the control shaft 5 and wind up the torsion spring 21, as described with respect to FIG. Figure 3 As stated.

[0085] An advantage of this configuration is that because the control centering device 11 is rotated without winding the torsion spring 21, the feel of the control (e.g., rudder pedals) near the control neutral position (i.e., the force required to depress the left or right rudder pedal, the force required to tilt the control column, etc.) is transferred to the trim position because the torsion spring is relaxed (except for preload) in the control neutral position regardless of the trim position.

[0086] When the pilot wishes to return to the trim neutral position, they will unlock the trim mechanism 13 in the same manner as described above. If the pilot does not apply any pressure to either rudder pedal 3 (controller), the control pedal centering device 11, and thus the pedals 3, will return to the trim neutral position due to the biasing force provided by the trim centering device 17. The electromagnetic damper 49 ensures that the trim mechanism 13 does not return to the trim neutral position too quickly. This is to ensure that the rudder 102 (control surface 101) does not move too quickly, which could destabilize the aircraft 100.

[0087] In the illustrated example, the trim mechanism 13 includes a pair of trim sensors 19. These trim sensors 19 can be Figure 2 and Figure 4 As seen in Figure 4As shown, the sensor includes an engagement element 75 having teeth 77. These teeth 77 mesh with corresponding teeth 79 on the trim sector bearing 39, so that the rotational position of the trim sector 15 can be detected by the sensor 19 and the trim position can be determined. The trim sensor 19 is configured to send a signal to a display unit (not shown) in the cockpit to inform the pilot of the current trim position. It will be understood that in the example, only one trim sensor 19 may be provided, but in the illustrated example, two trim sensors are provided for redundancy. It will be understood that the trim sensor can be implemented in different ways. For example, one or more trim sensors can be embedded directly in the body 39.

[0088] Although the manipulator centering device 11 described above includes a torsion spring 21 , it will be appreciated that alternative manipulator centering devices may also be suitable for use in the trim mechanism 13 . Figure 6 A schematic diagram of another manipulator centering device 110 is shown. Manipulator centering device 110 includes a helical compression spring 112 and a rod 114 extending coaxially through compression spring 112. Manipulator centering device 110 also includes a first drive element 116 adjacent to a first end of spring 112, and a second drive element 118 adjacent to a second end of spring 112. Rod 114 extends through holes 115 and 117 in first drive element 116 and second drive element 118, respectively, and includes a first shoulder 122 adjacent to first drive element 116 and a second shoulder 124 adjacent to second drive element 118.

[0089] The first shoulder 122 and the second shoulder 124 are arranged such that when the rod 114 moves in a first direction, the first shoulder 122 abuts the first drive element 116, which acts to compress the spring 112 against the second drive element 118, and such that when the rod 114 moves in a second direction, the second shoulder 124 abuts the second drive element 118, which acts to compress the spring 112 against the first drive element 116.

[0090] The manipulator centering device 110 further includes a spring housing 119 and a rocker arm 120 .

[0091] The rocker arm 120 is fixedly coupled to the control shaft 5 and pivotally coupled to the first end 126 of the rod 114 such that the rocker arm 120 converts rotation of the control shaft 5 into linear movement of the rod 114 .

[0092] When the control shaft 5 rotates in the counterclockwise direction ( Figure 6(The rocker arm 120 is moved downward in the reference frame of FIG. 1 ) and the rod 114 is pushed downward. As a result, the first shoulder 122 acts on the first drive element 116. The second drive element 118 is held in place by the spring housing 119, and the rod 114 is allowed to move through the hole 117 in the second drive element 118, causing the spring 112 to be compressed between the first drive element 116 and the second drive element 118.

[0093] When the control shaft 5 rotates in the clockwise direction ( Figure 6 (The rocker arm 120 is moved upward in the reference frame of FIG. 1 ) and the rod 114 is pulled upward. As a result, the second shoulder 124 acts on the second drive element 116. The first drive element 116 is held in place by the spring housing 119, and the rod 114 is allowed to move through the hole 115 in the first drive element 116, causing the spring 112 to be compressed between the first drive element 116 and the second drive element 118.

[0094] The spring housing 119 includes an anchoring element 126 that, when installed in the trim mechanism 13, will be coupled to a trim lock (not shown). Figure 3 In a similar manner to that described for the manipulator centering device 11, the compression spring 112 has a preloaded compression force applied thereto so that when the trim lock is unlocked and a force less than the preload force is applied to the rod 114 (and thereby to the spring 112), the spring 112 acts as a rigid element and thus the position of the entire manipulator centering device 111 will be adjusted, thereby changing the trim.

[0095] Figure 7 An exploded view of system 201 is shown, which is a variation of system 1. System 201 can be used in aircraft with dual controls and includes two controllers, such as two pairs of rudder pedals: pilot's pedals 3a and co-pilot's pedals 3b. System 201 includes the same components as system 1, but with two control shafts: pilot's control shaft 5a and co-pilot's control shaft 5b, one for each pair of rudder pedals 3a, 3b. The control shafts 5a, 5b are mechanically coupled via a link 81, allowing the two control shafts 5a, 5b and the two pairs of rudder pedals 3a, 3b to move together, allowing rudder trim adjustments to be made by either the pilot or the co-pilot.

[0096] Because control shafts 5a and 5b are mechanically coupled, components are shared between them. In the illustrated example, the manipulator damper and friction mechanism 7 are provided on the co-pilot's control shaft 5b, and the device 2 (including the manipulator centering device 11 and the trim mechanism 13) is provided on the pilot's control shaft 5a. For redundancy, a pair of manipulator sensors 9 are provided on each control shaft 5a and 5b.

[0097] It can thus be seen that the apparatus and system of the present disclosure are designed to operate in accordance with the manner in which pilots typically make manual manipulator trim adjustments. Thus, in certain applications, such as those where manipulator backdrive is not required, the apparatus and system of the present disclosure, due to the absence of a motor, represents a simpler mechanical system that is potentially lighter and more reliable than conventional actuator-based manipulator trim systems. The absence of electronic components in the apparatus may also result in lower component costs.

Claims

1. A device for adjusting the trim of an aircraft control device, the device comprising: a manipulator centering device configured to be mechanically coupled to a control shaft; wherein the control shaft rotates in response to a control input provided at the manipulator; wherein the manipulator centering device comprises a manipulator centering spring; wherein the manipulator centering spring is preloaded with a preload force; and wherein the manipulator centering spring is configured to provide a first biasing force to bias the control shaft to a manipulator neutral position; as well as a trim mechanism mechanically coupled to the manipulator centering device; The balancing mechanism includes a balancing locking device, and the balancing locking device has: an unlocked state, wherein the trim lock is configured to allow adjustment of the position of the manipulator centering device; and a locked state, wherein the trim lock is configured to maintain an adjusted position of the manipulator centering device; Wherein, when the trim lock device is in the unlocked state, the resistance of the trim mechanism is less than the preload force, so that when the trim mechanism is in the unlocked state, actuation of the manipulator causes the position of the manipulator centering device to be adjusted to change the neutral position of the manipulator and thereby change the degree of trim of the aircraft manipulator.

2. The apparatus of claim 1 , wherein the trim mechanism includes a trim centering device configured to provide a second biasing force to bias the manipulator centering device toward a trim neutral position; Wherein the resistance comprises the second biasing force. 3 . The apparatus of claim 2 , wherein the trim mechanism comprises a damper configured to dampen the second biasing force.

4. The apparatus of claim 2 or 3, wherein the trim and centering device comprises a tension spring configured to provide the second biasing force.

5. The apparatus of claim 2, 3 or 4, wherein the trim centering means comprises a lever and cam surface mechanically coupled to the manipulator centering means.

6. The apparatus of claim 5, wherein the trim and centering device comprises a tension spring configured to provide the second biasing force; wherein a first end of the extension spring is coupled to the frame; wherein the second end of the extension spring is coupled to the first end of the lever; and Wherein the lever is configured to pivot about a pivot point such that the second end of the lever moves along the cam surface such that the extension spring extends when the manipulator centering device is rotated away from the trim neutral position.

7. Apparatus as claimed in claim 5 or 6, wherein the cam surface is a V-shaped cam surface.

8. Apparatus as claimed in any preceding claim, wherein the trim lock comprises a power-off brake.

9. The apparatus of any preceding claim, wherein the manipulator centering spring is a torsion spring.

10. The apparatus of any preceding claim, wherein the manipulator centering spring is a helical torsion spring.

11. The apparatus of claim 10, wherein the manipulator centering device is configured such that the torsion spring is wound tighter both when the control shaft is rotated in a clockwise direction and when the control shaft is rotated in a counterclockwise direction.

12. The apparatus of claim 11, wherein the manipulator centering means comprises: a drive member coupled to the control shaft; as well as a retaining member configured to remain stationary when the trim lock is in the locked state and to be movable when the trim lock is in the unlocked state; The manipulator centering device is configured such that when the trim lock device is in the locked state and the control shaft rotates, the drive member acts on the first end of the torsion spring and the retaining member retains the second end of the torsion spring, causing the torsion spring to be wound tighter.

13. The apparatus of any preceding claim, wherein the trim mechanism comprises one or more trim sensors configured to detect trim position.

14. A system comprising: An apparatus as claimed in any one of the preceding claims; First aircraft controller; as well as one or more manipulator sensors; wherein said first manipulator; and Wherein the one or more manipulator sensors are mechanically coupled to the control axis.

15. The system of claim 14, comprising a manipulator damper mechanically coupled to the manipulator centering device; Wherein the manipulator damper is configured to dampen the first biasing force provided by the manipulator centering device.

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