Compact steering column arrangement

Abstract

A pitch and flip input control device for an aircraft is described that utilizes a multi-bar linkage to convert forward or rearward movement of a steering wheel into compact volume flight control. The device replicates the motion of a large mechanism, but uses a more compact mechanism that does not require the volume below the floor and eliminates links that are typically located between the legs of the pilot.

Description

Technical Field

[0001] The field of this invention is steering column kinematics and apparatus. Background Technology

[0002] The following description includes information that may help in understanding the invention. No information provided herein is acknowledged to be prior art or related to the currently claimed invention, nor is any publication specifically or implicitly referenced considered prior art.

[0003] A wheel column pitch and roll receiver is a control device installed in the cockpit of an aircraft. Typically, the wheel column pitch and roll receiver uses the steering wheel as the interface between the pilot and the aircraft's flight control system. The wheel column pitch receiver allows the pilot to control the aircraft's movements, including pitch (nose up / down) and roll (wings up / down). For example, in an electronically controlled system, when the pilot moves the steering wheel forward or backward, the pitch receiver sends a signal to the flight control system, which then moves the aircraft's elevators to achieve the desired pitch change. As another example, when the pilot rotates the steering wheel, the roll receiver sends a signal to the flight control system, which then moves the aircraft's ailerons to achieve the desired roll change.

[0004] Standard steering column pitch and roll receivers can be disadvantageous due to their large size and weight. Traditionally, steering columns have been designed to transfer as much human effort as possible to the aircraft's control surfaces, and the long stick mechanism between the steering wheel and the rotation axis below the floor provides the necessary mechanical advantage before initiating power-assisted and electronically controlled pilot input.

[0005] Examples of steering column receivers are described in U.S. Patent No. 4,778,133, granted October 18, 1988; U.S. Patent No. 9,352,824, granted May 31, 2016; and U.S. Patent No. 10,246,178, granted April 2, 2019. All publications identified herein are incorporated by reference to the extent that each individual publication or patent application is specifically and individually indicated to be incorporated by reference. If a definition or use of a term in an incorporated reference is inconsistent with or contrary to the definition of a term provided herein, the definition of that term provided herein shall apply, and the definition of that term in the references shall not apply.

[0006] While active sidesticks have been used to address the size and weight issues of standard steering column pitch and roll receivers, replacing standard receivers with active sidesticks would require validating the sidestick's operation with many interface aircraft control systems. This would also alter the pilot's input feel and may require additional pilot training.

[0007] Therefore, there is still a need for a steering column control that reduces the total space required while retaining the intended steering column movement for pilot input. Summary of the Invention

[0008] The present invention provides a control mechanism, system, and apparatus for pitch and roll input control of an aircraft by receiving input from a pilot and converting it into changes in the aircraft's pitch or roll. The pitch and roll input control apparatus is connected to the aircraft's structure, which controls the aircraft's pitch in response to forward or backward movement of a steering wheel or control panel. Thus, in this way, the pitch and roll input control apparatus functions as a transmission mechanism to transmit forces applied to the steering wheel to induce pitch or roll control of the aircraft.

[0009] The envisioned device includes a multi-bar linkage that transmits forward or backward movement of the steering wheel to control the aircraft's structure, thereby causing pitch changes in the aircraft based on the forward or backward movement of the steering wheel.

[0010] Pitch and roll input control devices are connected to the aircraft, such that rotation of the steering wheel allows for roll control of the aircraft and translation of the steering wheel (i.e., in the forward or backward direction) allows for pitch control of the aircraft.

[0011] The subject matter of this invention is specifically configured for use in the cockpit of commercial aircraft, although it is conceivable that the subject matter of this invention can be used in non-commercial or military aircraft and other settings where a smaller footprint for control devices would be beneficial.

[0012] The envisioned device includes a frame or control panel connected to the steering wheel via a multi-bar linkage attached to the frame and the steering wheel. The linkage is configured to constrain the steering wheel's movement in the forward or backward direction using a four-bar linkage, while also allowing rotation of the steering wheel about a first axis to control the aircraft's roll. The four-bar linkage includes multiple links connected together in a specific arrangement, such that movement of one of these links causes a corresponding movement of the others. The device serves as a kinematic mechanism advantageously capable of reproducing the pitch control movements of the steering wheel, as if mounted on a simple joystick, with the axis of rotation located below the floor. The rotational movement of the steering wheel for roll control about this axis is constrained by a rotary bearing between the steering wheel and the linkage.

[0013] It is conceivable that the control device may include mechanical and / or electronic force feedback, and may be physically or electronically interconnected with another control device, for example, between pilot stations. Therefore, pitch sensation can be provided conventionally or electronically, depending on the desired feel.

[0014] Using the inventive subject matter described herein, this pitch and roll control device is able to replicate the motion of a large mechanism using a multi-link mechanism coupled to the steering wheel, but with a more compact mechanism that does not require volume under the floor. Furthermore, the control device is able to maintain pitch kinematics while reducing overall weight and volume. Additionally, the device provides the pilot with improved leg clearance by eliminating the center arm, while maintaining an unobstructed view of the instruments on the console.

[0015] The various objects, features, aspects and advantages of the subject matter of the invention will become clearer from the following detailed description of preferred embodiments, together with the accompanying drawings, in which the same reference numerals denote the same parts. Attached Figure Description

[0016] Figure 1 The illustration shows an exemplary cockpit of a commercial aircraft with pitch and roll controls as used in the prior art.

[0017] Figure 2 The illustration shows an embodiment of a pitch and roll control device, as shown in a diagram of an aircraft cockpit.

[0018] Figure 3 Another embodiment of the pitch and roll control device is illustrated.

[0019] Figure 4 Another embodiment of the pitch and roll control device is illustrated.

[0020] Figure 5 and Figures 6A-6C The diagram shows... Figure 4 The movement of the pitch and roll control device shown.

[0021] Figure 7 The illustration shows that it has Figure 4 An illustration of the aircraft cockpit showing the pitch and roll control devices.

[0022] Figures 8-9 Different embodiments of the cover for the pitch and roll control device are illustrated. Detailed Implementation

[0023] The following discussion provides many exemplary embodiments of the subject matter of this invention. While each embodiment represents a single combination of inventive elements, the subject matter of this invention is considered to include all possible combinations of the disclosed elements. Thus, if one embodiment includes elements A, B, and C, and a second embodiment includes elements B and D, the subject matter of this invention is also considered to include other remaining combinations of A, B, C, or D, even if not explicitly disclosed.

[0024] Figure 1An exemplary cockpit 100 of a commercial aircraft is illustrated. The exemplary cockpit 100 includes a control panel 101 and a pitch and roll control unit 102. The control panel 101 includes various instruments and controls, and the pitch and roll control unit 102 includes a steering wheel 104 connected to a transmission arm 106. The transmission arm 106 transmits forces applied to the steering wheel 104 to a control structure 110 typically located below the pilot 108. As illustrated, the transmission arm 106 is located between the legs of the pilot 108.

[0025] The transfer arm 106 is configured to rotate about a rotation center 120 located below the pilot.

[0026] Figure 2 An exemplary cockpit 200 of a commercial aircraft is illustrated. The exemplary cockpit 200 includes a control panel or frame 201 and a pitch and roll control device 202. The control panel or frame 201 includes various instruments and controls, and the pitch and roll control device 202 encompasses the subject matter of the invention discussed herein. The device 202 includes a steering wheel 204 coupled to the control panel 201 and constrained in forward and rearward movement by a linkage mechanism 206. The linkage mechanism 206 preferably transmits forces applied to the steering wheel 204 to a control structure 210 that controls the pitch of the aircraft. Due to the reduced size of the required structure 210, it is conceivable that the control structure 210 could be located within the control panel 201 rather than below the pilot 208.

[0027] As illustrated, the subject matter of this invention allows for the elimination of Figure 1 The transmission arm 106 shown in the figure maintains the steering wheel 204 relative to the center of rotation of the aircraft.

[0028] Figure 3 The illustration shows an application for aircraft (such as...) Figure 2 This is an embodiment of the linkage mechanism 302 of the pitch and roll input control device 300 (shown). The linkage mechanism 302 includes a first link 310, a second link 312, and a third link 314. As illustrated, the first link 310, the second link 312, and the third link 314 are connected such that movement of one link causes a corresponding movement of the other links. In this way, movement of the steering wheel 304 in the forward or backward direction causes movement of the linkage mechanism 302, which interacts with the control structure of the aircraft to cause changes in the pitch of the aircraft.

[0029] The first link 310 is fixed to the steering wheel 304 at its first end 320 and rotatably connected to the third link 314 at its second end 322. The second link 312 is rotatably connected to the first link 310 at its first end 324 and rotatable at its second end 326, which is fixed to a suitable position on the aircraft. The third link 314 is rotatably connected to the first link 310 at its first end 328 and rotatable at its second end 330, which is fixed to a suitable position on the aircraft. As illustrated, the second end of the first link 310 and the first end 328 of the third link 314 are rotatably connected to each other and pivot about the same axis. The first ends 324 of the second link 312 and 328 of the third link 314 are connected to the first link 310 at different points along its length.

[0030] Further, the linkage mechanism 302 includes a virtual fourth link 332, which constrains the movement of the second end 326 of the second link 312 and the second end 330 of the third link 314.

[0031] Figure 4 Another embodiment of the linkage mechanism 402 for a pitch and roll input control device 400 of an aircraft is illustrated. Similar to... Figure 3 The illustrated mechanism, linkage 402, includes a first link 410, a second link 412, and a third link 414. These links are connected such that movement of one link causes a corresponding movement of the others. In this way, movement of the steering wheel 404 in the forward or backward direction causes movement of the linkage 402. The linkage 402 interacts with the aircraft's control structure, thereby causing changes in the aircraft's pitch.

[0032] The first link 410 is fixed to the steering wheel 404 at its first end 420 and rotatably connected to the third link 414 at its second end 422. The second link 412 is rotatably connected to the first link 410 at its first end 424 and rotatable at its second end 426, which is fixed to a suitable position on the aircraft. The third link 414 is rotatably connected to the first link 410 at its first end 428 and rotatable at its second end 430, which is fixed to a suitable position on the aircraft. As shown, the second end of the first link 410 and the first end 428 of the third link 414 are rotatably connected to each other and pivot about the same axis. The first ends 424 of the second link 412 and 428 of the third link 414 are connected to the first link 410 at different points along the first link 410.

[0033] Further, the linkage mechanism 402 includes a virtual fourth link 432, which constrains the movement of the second end 426 of the second link 412 and the second end 430 of the third link 414.

[0034] The device 400 also includes a tilting linkage 440 configured to constrain the tilt of the steering wheel 404 relative to the aircraft when the steering wheel 404 moves in a rearward or forward direction. The tilting linkage 440 allows the steering wheel 404 to be adjusted and oriented at an optimal angle for comfortable operation by the pilot. The tilting linkage 440 preferably includes a fifth link 442, which is coupled to the steering wheel 404 at a first end 444 and rotatably coupled to a second link 412 at a second end 446. It is conceivable that the tilting linkage 440 also includes a virtual sixth link 448 (here, the steering wheel 404), which constrains the movement of the first end 444 of the fifth link 442 and the first end 420 of the first link 410.

[0035] Figure 5 The diagram illustrates the above description and its corresponding actions when the steering wheel moves from the first position 404A to the second position 404B and then to the third position 404C. Figure 4 The pitch and roll input control device 400 is shown. It can be seen that the forward movement of the steering wheels 404A-404C causes the linkage mechanism 402 to move, which converts the steering wheel movement into the aircraft's system, thereby causing a change in the aircraft's pitch. This is also described below. Figures 6A-6C As shown in the image.

[0036] Figures 6A-6C The diagram illustrates the above description and its corresponding actions when the steering wheel moves from the first position 404A to the second position 404B and then to the third position 404C. Figures 4-5 The pitch and roll input control device 400 shown is illustrated.

[0037] Figures 6A-6C The diagram illustrates a pitch and roll input control device 400 including a linkage mechanism 402. As discussed above, the linkage mechanism 402 includes a first link 410, a second link 412, and a third link 414, which are connected together such that movement of one of these links causes a corresponding movement of the other links. The linkage mechanism 402 also includes a virtual fourth link 432, which constrains the movement of the second link 412 and the third link 414.

[0038] The device 400 also includes a tilting linkage 440 configured to constrain the tilt of the steering wheel 404 relative to the aircraft. The tilting linkage 440 preferably includes a fifth link 442 connected to the steering wheel 404 and rotatably connected to a second link 412. The tilting linkage 440 also includes a virtual sixth link 448 (here, the steering wheel 404) that constrains the movement of the fifth link 442 and the first link 410.

[0039] When Figure 6A and Figure 6B and Figure 6C During comparison, the movement of the steering wheel 404 in the forward (or backward) direction causes the movement of the linkage 402 and each link. In this way, the linkage 402 transmits the movement of the steering wheel 404 to control the structure of the aircraft, thereby causing changes in the pitch of the aircraft.

[0040] Figure 7 An exemplary cockpit 500 of a commercial aircraft is illustrated. The exemplary cockpit 500 includes a control panel or frame 501, which includes various instruments and control devices. Pitch and roll controls 502 are preferably mounted to the frame 501. The device 502 includes a steering wheel 504, which is coupled to the frame 501 and constrained in forward and rearward movement by a linkage mechanism 506. An exemplary linkage mechanism has been discussed above.

[0041] The linkage mechanism 506 preferably transmits the force applied to the steering wheel 504 to the control structure that controls the pitch of the aircraft. Due to the reduced size of the required structure, it is conceivable that the control structure could be located within the control panel 501 rather than below the pilot 508.

[0042] Figure 8 The above diagram illustrates the information about... Figure 4 The control device 400 is described. As previously discussed, the control device 400 includes a linkage mechanism 402 having a plurality of links connected together, such that movement of one of these links causes a corresponding movement of the other links. The linkage mechanism 402 includes a first link 410, a second link 412, a third link 414, and a virtual fourth link 432. The device 400 also includes a tilting linkage mechanism 440 configured to constrain the tilt of the steering wheel 404 relative to the aircraft. The tilting linkage mechanism 440 includes a fifth link 442 and a virtual sixth link 448.

[0043] like Figure 8As shown, the upper portion of the linkage 402 may be covered by a bellows or other cover 450, which allows movement of the links of the linkage 402 while preventing objects from being placed between the links (e.g., links 410, 442). The bellows 450 also helps prevent the ingress of dust, debris, and other objects that could potentially cause the linkage 402 to malfunction.

[0044] Further, the lower portion of the linkage 402 may be protected by a housing 452 or other structure with a sliding baffle 454 or other mechanism that allows movement of the linkage 402 while preventing objects from entering the housing 452.

[0045] Figure 9 The illustration shows an alternative embodiment of the protective cover for the linkage mechanism of a pitch and roll control device for an aircraft. The control device 400 can be similar to the one described above. Figure 4 The control device described herein. As previously discussed, the control device 400 includes a linkage mechanism 402 having a plurality of links connected together, such that movement of one of these links causes a corresponding movement of the other links. The linkage mechanism 402 includes a first link 410, a second link 412, a third link 414, and a virtual fourth link 432. The device 400 also includes a tilting linkage mechanism 440 configured to constrain the tilt of the steering wheel 404 relative to the aircraft. The tilting linkage mechanism 440 includes a fifth link 442 and a virtual sixth link 448.

[0046] like Figure 9 As shown, the upper portion of the linkage 402 may be covered by a bellows or other cover 460, which allows movement of the links of the linkage 402 while preventing objects from being placed between the links (e.g., links 410, 442). The bellows 460 also helps prevent the ingress of dust, debris, and other objects that could potentially cause malfunction of the linkage 402. Figure 8 Compared to the cover 450, the bellows 460 has a larger volume to cover the entire area where the connecting rod extends through the housing 462.

[0047] Further, the lower portion of the linkage 402 could be protected by a housing 462 or other structure. This combination with the bellows 460 allows movement of the links of the linkage 402 while preventing objects from entering the housing 462.

[0048] As used herein, and unless the context otherwise requires, the term “connected to” is intended to include both direct connections (where two connected elements are in contact with each other) and indirect connections (where at least one additional element is located between the two elements). Therefore, the terms “connected to” and “connected with” are used synonymously.

[0049] In some embodiments, the numbers representing the amount, properties (such as concentration, reaction conditions), etc., of components used to describe and claim certain embodiments of the invention should be understood to be modified by the term "about" in some cases. Therefore, in some embodiments, the numerical parameters set forth in the written description and appended claims are approximations that may vary depending on the desired properties sought to be obtained in a particular embodiment. In some embodiments, the numerical parameters should be interpreted based on the number of significant figures reported and by applying common rounding techniques. Although the wide range of numerical ranges and parameters illustrating some embodiments of the invention are approximations, the values ​​set forth in the specific examples are reported as precisely as possible. The values ​​presented in some embodiments of the invention may contain some errors necessarily caused by the standard deviation found in their respective test measurements.

[0050] Unless the context otherwise requires, all scopes described herein should be interpreted as including their endpoints, and open scopes should be interpreted as including only commercially useful values. Similarly, unless the context otherwise requires, all lists of values ​​should be assumed to include intermediate values.

[0051] As used herein and throughout the appended claims, the words “a,” “an,” and “the” have plural meanings unless the context clearly specifies otherwise. Furthermore, as used herein, “in” has both “in” and “on” meanings unless the context clearly specifies otherwise.

[0052] The enumeration of value ranges herein is intended only as a shorthand method for individually referring to each individual value falling within a range. Unless otherwise indicated herein, each individual value having a range is incorporated into this specification as if it were individually enumerated herein. Unless otherwise indicated herein or if the context clearly conflicts, all methods described herein may be performed in any suitable order. The use of any and all examples or exemplary language (e.g., “such as”) provided herein with respect to certain embodiments is intended only to better illustrate the invention and does not constitute a limitation on the scope of the otherwise claimed invention. The language in the specification should not be construed as indicating any unclaimed element essential to the practice of the invention.

[0053] The grouping of alternative elements or embodiments of the invention disclosed herein should not be construed as limiting. Each element of a group may be mentioned and claimed individually or in any combination with other elements of that group or other elements discovered herein. For convenience and / or patentability reasons, one or more elements of a group may be included in or removed from the group. When any such inclusion or removal occurs, this specification is deemed to include the group as modified, thereby satisfying the written description of all Markush groups as used in the appended claims.

[0054] Those skilled in the art will understand that further modifications can be made beyond those already described without departing from the inventive concept described herein. Therefore, the subject matter of the invention is not limited except in the spirit of the appended claims. Furthermore, in interpreting both the specification and the claims, all terms should be interpreted in the broadest possible manner consistent with the context. Specifically, the terms "comprises" and "comprising" should be interpreted as referring to an element, component, or step in a non-exclusive manner, indicating that the mentioned element, component, or step may be present, utilized, or combined with other elements, components, or steps not explicitly mentioned. Where the specification and claims refer to at least one thing selected from the group consisting of A, B, C, ..., and N, the text should be interpreted as requiring only one element from the group, rather than A plus N or B plus N, etc.

Claims

1. A pitch and roll input control device for an aircraft, comprising: frame; A steering wheel, which is connected to the frame and constrained by a linkage mechanism to move in the forward and rearward directions; The linkage mechanism includes a first link, a second link, and a third link, wherein the first link, the second link, and the third link are connected together, such that movement of one link causes corresponding movement of the other links in the linkage; and The movement of the steering wheel in the forward or backward direction causes the movement of the linkage mechanism, thereby causing pitch changes in the aircraft.

2. The apparatus according to claim 1, wherein, The first link is connected to the steering wheel at a first end, wherein the second link is rotatably connected to the first link at a first end and rotatable at a fixed second end; and wherein the third link is rotatably connected to the first link at a first end and rotatable at a fixed second end.

3. The apparatus according to claim 2, wherein, The second link is rotatably connected to the second end of the first link.

4. The apparatus according to claim 2, wherein, The first end of the second link and the first end of the third link are connected to the first link at different points.

5. The apparatus according to claim 2, wherein, The linkage mechanism further includes a virtual fourth link, which is configured to constrain the movement of the second end of the second link and the second end of the third link.

6. The apparatus of claim 5 further includes a tilting linkage mechanism, the tilting linkage mechanism including a fifth link configured to constrain the tilt of the steering wheel relative to the aircraft.

7. The apparatus according to claim 6, wherein, The fifth link is connected to the steering wheel at the first end and is rotatably connected to the second link at the second end.

8. The apparatus according to claim 7, wherein, The tilting linkage mechanism also includes a virtual sixth link, which constrains the movement of the first end of the fifth link and the first end of the first link.

9. The apparatus according to claim 8, wherein, The steering wheel serves as the virtual sixth link.

10. The apparatus of claim 1, further comprising a bellows or housing configured to cover at least a portion of the linkage mechanism.

11. The apparatus according to claim 1, wherein, The steering wheel is fixed to the first linkage.

12. A pitch and roll input control device for an aircraft, comprising: frame; A steering wheel, which is connected to the frame and constrained by a linkage mechanism to move in the forward and rearward directions; The linkage mechanism includes a first link, a second link, and a third link, wherein the first link, the second link, and the third link are connected together, such that the movement of one link causes the corresponding movement of the other links in the linkage. A tilting linkage mechanism including a fifth link configured to constrain the tilt of the steering wheel relative to the aircraft, wherein the fifth link is coupled to the steering wheel at a first end and rotatably coupled to a second link at a second end; and The movement of the steering wheel in the forward or backward direction causes the movement of the linkage mechanism, thereby causing pitch changes in the aircraft.

13. The apparatus according to claim 12, wherein, The first link is connected to the steering wheel at a first end, wherein the second link is rotatably connected to the first link at a first end and rotatable at a fixed second end; and wherein the third link is rotatably connected to the first link at a first end and rotatable at a fixed second end.

14. The apparatus according to claim 13, wherein, The second link is rotatably connected to the second end of the first link.

15. The apparatus according to claim 13, wherein, The first end of the second link and the first end of the third link are connected to the first link at different points.

16. The apparatus according to claim 13, wherein, The linkage mechanism further includes a virtual fourth link, which is configured to constrain the movement of the second end of the second link and the second end of the third link.

17. The apparatus according to claim 12, wherein, The tilting linkage mechanism also includes a virtual sixth link, which constrains the movement of the first end of the fifth link and the first end of the first link.

18. The apparatus according to claim 17, wherein, The steering wheel serves as the virtual sixth link.

19. The apparatus of claim 12, further comprising a bellows or housing configured to cover at least a portion of the linkage mechanism.

20. The apparatus according to claim 12, wherein, The steering wheel is configured to rotate about a first axis.

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