DE654692C - Aircraft control, the inevitability of which can be switched off in the event of overload - Google Patents

Description

The invention relates to an aircraft control system with one arranged in the control unit Device that warns of dangerous operation or prevents such operation.

Aircraft controls of this type have heretofore been bodies exposed to the air flow controlled by z. B. the forces necessary for tax movement after exceeding ίο a certain back pressure 'were increased disproportionately. However, there are also small ones At speeds high accelerations can occur on the aircraft, the aircraft can break up before the congestion pressure-controlled safety device works. On the other hand, suffice at very high airspeeds very small steering movements in order to cause impermissibly high accelerations. Let the control forces go but not increase so much that even these small tax movements would be prevented, otherwise the aircraft would lose its controllability.

It has already been proposed to make _{hazard-2g-making} steering movements to the pilot by acting on his sense of touch warning devices indicated. This warning consisted in the fact that another piece protruded from the part of the control organ which the Fiihrer had in _{his hand in O 0} and thus thickened the Fiihrer's handle when the control was moved. This piece of the control element, which affects the pilot's sense of touch, was linked to parts fixed to the aircraft by means of a lever mechanism and was thus activated by the relative movement between the control element and the aircraft. As soon as the control element was moved out of a target position, the warning device worked.

Since to certain rudder positions and thus to certain positions of the control organ do not belong to the same flight states, this latter suggestion does not constitute one Solution to this flight safety issue.

A device has now become known in which the inevitability of the control can be switched off in the event of overloading, in such a way that the control stick is _{designed in two parts, g 0} with the two parts connected with a double hinge and by a tension spring with normal Stress are held together coaxially. The effect is such that only control forces to a certain extent are transmitted through the stick. The disadvantage of this device is that the inevitability of the control can only be switched off by actuating the control stick. e ₀

. *) The patent seeker stated as the inventor:

Dipl.-Ing. Robert Lusser in Augsburg.

The. Invention goes another that Flight safety question by far better solving W ^ g. ; -_ ■

It consists of an aircraft control, the inevitability of which can be switched off in the event of overuse, and draws is characterized by the fact that a mass subjected to the acceleration of the aircraft on Control lever is mounted by buckling

ίο the inevitability of the control lever Control removes.

Before an inadmissibly high acceleration occurs, the acceleration occurs subject to tax masses out of their equilibrium state and switches off the inevitability of flight control and / or triggers a movement of the control organ that affects the driver's sense of touch. before an acceleration that would break the plane or the organism of the Crew of the aircraft would be harmful, is reached, step in more or less faster increase in small accelerations. The one switched on in the aircraft controls The device according to the invention therefore comes into operation with certainty before the acceleration of the aircraft has reached the inadmissible height.

Some exemplary embodiments are shown in the drawing. Fig. 1 shows schematically an aircraft control in which the device according to the invention is installed is. Fig. 2 shows the separation point in the control member, ie the relative to each other moving ■■ borrowed parts of the tax body through a elastic member are connected to each other. Fig. 3 shows an embodiment of the invention, that is, the two parts of the control member that are movable relative to one another in this way are interconnected that after releasing the relative movement by the acceleration Subjected mass is a relative movement dependent on hand strength is executable. 4 and 5 show control members, their relatively moving parts below Preload are interconnected, so that after the blockage on the Relative movements acting on the pilot's sense of touch are triggered.

So in Fig. ι α is the control stick, b the connecting rod, c the elevator of a conventional aircraft control. According to the invention, the two parts U ₁ and a _{2 of} the joystick can, under certain conditions, execute relative movements due to the mass subjected to acceleration. The part O ₁ is articulated to the end of the part a ₂ . The upper end of the part U ₁ carries the handle or, in the case of a wheel control, the handwheel; the lower end of part U ₁ carries a step on which the roller d of the lever *? can roll off. The free end of the lever i? carries the mass // the lever is pretensioned by the spring g for normal use. held in the position shown in full lines'. When a by dimensioning or displacement of the mass / or dimensioning of the. Preload of the spring g the acceleration that can be determined beforehand outweighs the moment from the accelerated mass / that from the spring g, the lever moves downwards, and the roller d rolls off at the level of part ^ ₁ .

This process requires a downward acceleration. An acceleration directed in this way presupposes a steering movement in the direction of "pulling". By the rolling of the roller d at the step-like or cam-shaped lower end of the part ₁ IIz this TeJIiA ₁ is a movement in part a., Allows relatively. This relative movement is limited by the impact of the roller against the abutment of the lower end of the TeUeSAf _1, which is designed as a cam or step. During this relative movement between the stick parts A ₁ and a ₂ , the control force perceptible on the pilot's hand drops from a finite value to zero in order to assume a finite value again after the abutment has been hit. This sudden change in the control force is an unmistakable sign for the pilot that he has reached dangerous accelerations.

While the relative movement between the two stick parts takes place and the control force drops to zero, the tail unit automatically moves into a position under the action of the air forces, which brings about a reduction in acceleration. According to the invention, the relative movement between the two _{stick parts ^ r 1} and a ₂ can be left unlimited, so that when the critical acceleration TeUu _{1 is} exceeded, the pilot can no longer move the control in the "pull" direction, because firstly the control movement that he exerts on part a _{L is} not necessarily transferred to the inevitable control gear _{consisting of 2} , b and c, and because secondly he hits his body, the seat or other parts with part Id ₁ would.

However, it is more advisable according to the invention, as shown in FIG. 1, to limit the relative movement by means of stops, so that after the special movement of the TeUeSn _{1 has been} limited, the control in the "pulling" direction is again inevitable. There will often be cases in flight operations in which

the pilot the risk of breakage as a result of exceeding the critical acceleration prefers certain doom, z. B. when pulling up in front of obstacles, or when the aircraft is in the 'dive emerging from a low cloud cover. I.

In addition, the limitation of the relative movement according to the invention means a

ίο security, in case of out. the mass /, the spring g, the lever s and the roller rf should fail. When the acceleration decreases, the moment from the spring £ predominates, and as soon as the stick part U _{1 is moved} in the "push" direction, the roller rf jumps back into the position drawn with full lines.

In Fig. 2 is at the lower end of the Tei-IeSa ₁ a leaf spring /; attached, which protrudes cantilevered over the lower end. In the case of low accelerations , the moment exerted by the spring g predominates here too, and levers, mass / and roller rf remain in the position shown with full lines. In this position, the rollers lie against the part of the leaf spring h that rests on a fixed piece of the TeXIeSiS ₁ . At high accelerations the roller rolls onto the cantilevered part of the leaf spring h. Under the effect of the moment exerted by the hand force, the spring h then bends, and hasty control movements can no longer be transmitted because of the inevitability that is eliminated by this elasticity.

The arrangements according to FIG. 3 act in a similar way. At the lower end of the joystick part U ₁ 'there is a curved path an, on which the roller rf rests. The roller d and the mass / are in this case carried by the leaf spring / which is firmly clamped _{in the part 2.} In the normal position drawn with full lines, the roller rf rests on a point on the curved path, at which the normal of the curved path runs in the direction of the spring /. In addition, the roller is pretensioned upwards against a stop. When the force of the accelerated mass / the bias of the spring i overcomes, the spring i and the roller rf move downwards to the position shown in dashed lines. In this position the direction of the spring / no longer coincides with the normal of the cam track at the point of contact of the roller rf. Rather, bends under the piece to the stick a _t-acting manual force, the spring i further by that. StUCkIiZ ₁ tind leads against the piece iff "a sprung relative movement.

In Fig. 4, the two parts U ₁ and ια _{2 of} the control stick are connected to one another by a leaf spring k and blocked by the sleeve / in normal flight conditions. The sleeve / is longitudinally displaceable on the stick α. It is supported against the stick part Ia ₂ by a compression spring / ra. When the critical acceleration is approaching, the sleeve / slides downward under the effect of the acceleration against the force of the spring m and releases a relative movement between the TeHa ₁ and the Teilßo. Since the leaf spring k in the drawn with full line position of the billet, the parts a _x and a ₂ linked to bias the TEU fast at the moment where the sleeve / the block between the O ₁ and a ₂ dissolves, ₁ A ₁ in the position shown with dashed lines. This movement can be clearly felt by the pilot and also results in a control movement in the "push" direction when the pilot holds his hand steady. After the acceleration has been reduced and the pilot exerts a moment _{on the piece 1} which straightens the spring k , the sleeve / slides back into the position shown with full lines.

In Fig. 5 the parts U ₁ and a _{2 of} the stick are connected to one another by a spring k which is biased to twist in the normal position drawn with full lines. On the part U ₁ and on the sleeve firmly connected to part a ₂ there are arms O ₁ and O ₂ through which a mandrel ρ is inserted so that the TeHeA ₁ and U ₂ are blocked against relative movement. The mass / is located on the mandrel / 0. Thorn /? And mass / 'hang on the spring connected _{to the arm ^ 2} . When the critical acceleration approaches, the accelerated mass / force of the spring overcomes g · and pulls out the mandrel ρ , the arm O ₁ . At the same moment, the TeHa ₁ in the pilot's hand executes a jerky rotation around its axis, which informs the pilot of the approaching dangerous accelerations. ,

The exemplary embodiments shown are only a selection of innumerable possible solutions. Through the movement of the mass / under the effect of acceleration, the. types shown here too Control electrical contacts that are perceptible to the pilot's sense of touch Cause movements of the control organ, rotations around the longitudinal axis of the Joystick or the control column, axial movements of the control member, compound Movements, shaking, pushing, spreading the handle or similar.

When arranging the mass / outside the Knüppels ", as in Fig. 1 to 3, results. the advantage that with hasty steering movements in the direction of "pulling" the accelerations from the rotary movement of the control element to the normal accelerations add up, so that in the case of hasty steering movements the trigger mechanism responds earlier.

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Claims (4)

Patent claims: ι. Aircraft control, its inevitability in the event of excessive stress can be switched off, characterized in that a mass subjected to the acceleration of the aircraft is on the control lever is stored, the inevitability of the control by kinking the control lever cancels. 2. Aircraft controller according to claim 1, characterized in that the mutually movable parts of the control member are elastically connected to one another in a manner known per se. 3. Aircraft controller according to one of the preceding claims, characterized in that that ■ the one subject to acceleration, influencing the control Ground on the side of the control member facing away from the pilot is. 4. Aircraft controller according to one of the preceding claims, characterized in that that electrical contacts can be controlled by the mass subject to acceleration, the special movements of the tax body. 1 sheet of drawings