CA1329907C - Control apparatus - Google Patents
Control apparatusInfo
- Publication number
- CA1329907C CA1329907C CA000589494A CA589494A CA1329907C CA 1329907 C CA1329907 C CA 1329907C CA 000589494 A CA000589494 A CA 000589494A CA 589494 A CA589494 A CA 589494A CA 1329907 C CA1329907 C CA 1329907C
- Authority
- CA
- Canada
- Prior art keywords
- control
- lever
- handle
- control apparatus
- operator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control; Arrangement thereof
- B64D31/02—Initiating means
- B64D31/04—Initiating means actuated personally
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Mechanical Control Devices (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
- Control Of Position Or Direction (AREA)
Abstract
ABSTRACT
CONTROL APPARATUS
Control apparatus, particularly exemplified by an aircraft force throttle, responsive to forces exerted thereon by a manual or an automatic operator to rotate a handle rotatably mounted on one end of a control member thereof, for example a throttle lever, to an angular position indicative visually and/or tactilely of a particular demand, for example thrust setting, on associated apparatus, for example a gas-turbine engine to be controlled thereby. Preferably the apparatus further includes means for transferring the control member to and from a stowed position within a container, for example a cockpit console, depending on whether it is to be inoperable or operable respectively.
CONTROL APPARATUS
Control apparatus, particularly exemplified by an aircraft force throttle, responsive to forces exerted thereon by a manual or an automatic operator to rotate a handle rotatably mounted on one end of a control member thereof, for example a throttle lever, to an angular position indicative visually and/or tactilely of a particular demand, for example thrust setting, on associated apparatus, for example a gas-turbine engine to be controlled thereby. Preferably the apparatus further includes means for transferring the control member to and from a stowed position within a container, for example a cockpit console, depending on whether it is to be inoperable or operable respectively.
Description
. ,. 1 --CO~OI,~PPARAqlJS
m e present invention relates to control apc~lratus and devices which enable an operator to control assoclated apparatus to which~ in use, the control apparatus or device is connected. ~y way of exarnple, the control device may be a thrust demancl unit (throttle box) for manual pilot or auto pilot control of t:he engine of an aircraft. In partieular the control devices of the invention may be adapted to control the forward/idle/reverse thrust operation modes of single or multiple engined aireraft. It is to be understood however that the invention may be applied to other types of control devices.
It is conlmon for control apE~aratus to inelucle a manually moveable control men~er, suitable output means and Einal meehanical eoupling to the associated apparatus to be eontrolled. The movement of the control men~er may also be controlled by means of a computer or auto pilot which movement may be manually overridden. An example of a manual override eontrol apparatus is described in our patent application nunber 8008846 (8031102).
The output means may be a mechanical arrangement connected to follow movements of the eontrol men~er and to transmit these faithfully to the final mechanieal eoupling to the associated apparatus under~eontrol. Alternatively the output means may comprise eleetrieal or e~en optical signals transmitted by wire or fibre optic cable to a suitable el~ectro/opt~ transducer controlling the final meehanieal eoupling. In an aircraft ~he use of digitally eneoded signals to represent demands made by the control member and transmitted over a digital data bus provides a so-called fly-by-wire L ~ ~
A
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m e present invention relates to control apc~lratus and devices which enable an operator to control assoclated apparatus to which~ in use, the control apparatus or device is connected. ~y way of exarnple, the control device may be a thrust demancl unit (throttle box) for manual pilot or auto pilot control of t:he engine of an aircraft. In partieular the control devices of the invention may be adapted to control the forward/idle/reverse thrust operation modes of single or multiple engined aireraft. It is to be understood however that the invention may be applied to other types of control devices.
It is conlmon for control apE~aratus to inelucle a manually moveable control men~er, suitable output means and Einal meehanical eoupling to the associated apparatus to be eontrolled. The movement of the control men~er may also be controlled by means of a computer or auto pilot which movement may be manually overridden. An example of a manual override eontrol apparatus is described in our patent application nunber 8008846 (8031102).
The output means may be a mechanical arrangement connected to follow movements of the eontrol men~er and to transmit these faithfully to the final mechanieal eoupling to the associated apparatus under~eontrol. Alternatively the output means may comprise eleetrieal or e~en optical signals transmitted by wire or fibre optic cable to a suitable el~ectro/opt~ transducer controlling the final meehanieal eoupling. In an aircraft ~he use of digitally eneoded signals to represent demands made by the control member and transmitted over a digital data bus provides a so-called fly-by-wire L ~ ~
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- 2 - 1 329907 system~ Simi1.ar]y dl(3;.tall.y enccx~lecl o~Jtical s:ignals used for l-he sc~e pur~,ose in an aircraft lead ~o a Ely-by-li.ght system.
The invention i.s principally concerned with the corltrol member of such control cleviees and it ls to be understood that the inventlon could be adapted for use with any of the kno~l automatic, with manual override, fly-by-wire or fly-by-light, systems.
In an aircraft, in certain flight conditions, for example when the pilot and aireraft are subject to high gravitational aeceleration forces, movernent of known control members often proves difficult if not impossible. There is a requirement to provide the pilot of an aircraft likely to experience such flight conditions with a control member whieh is responsive to forees exerted on the member by the pilot for example to clemand diEferent levels of thrust Erom the aircraft engine. Other requirements of an aircraft throttle control member inelude:-a) adequate sensitivity to relatively small demand changes, b) eapability of distingui.shing between progressive demand changes and instantaneous maximum or minimum demands (in an aircraft throttle application such instantaneous clernands are known as "slams"), e) provision of taetile feedback to the o-,c~rator to provide an indication of th~ level of demand, d) a safety system preventing accidental and undesired changes in dernand, for exam~le, inadvertant stopping (shut-down) of an aircraft gas turbine engine in flight, ~ .
~.
. !
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329qo7 e) provision for automcltic cL~rakio~ res~nse to sensc,rs locatecl CUI the assoeiated clp)clratuC;, or excl~ple, a~o pilot contrc;l of throttle demarlc1s in cm aircraft a-ppllcation, -~nd, f) for use ;n sitllationC; where an oL:~rator is bein~ trained to control the assoeiated apE~aratus, provision or a second operator to manually overric1e operation of the control rrær~er.
In an aircraft situation this might entail the provision of a master throttle control ln a training aircraft.
In addition to the above requirements, the majority of which are essential in an aireraft throttle applieation, the control device should preferably include the desirable features listed below:-a) the design should not plaee an unaceeptable workload on the operator. I~is is particularly imE)ortant in a military aircraft applieation where ever increasing demands are made of pilots of modern fighter aircraft. In addition to flying the aircraft the pilot is often requirec1 to manaCJe complex ~eapons, eleetronic eountermeasures, electronic surveillance, electronie navigation, eomputer and eommunieations systems.
b) the eonstruetion should be modular so that it is readily expancdable should extra assoeiated apparatus be addecl. In the aircraft situation a modular throttle box for a single engined aireraft eould then be duplicated for a twin enginecd applieation for example.
e) the eontrol men~ber should take up the minimum amount of available spaee, ~, . , '. , ,: ' ~; . , : . ~ '. , " 1 32~qO7 d) it should be capable of operating in a wide range of environmental conditions and with associated apparatus designed for a variety of types of operation. In the aircraft application case a throttle box should be of universal application to both civil and military aircraft, should meet standard aircraft inter~ace requ~rements and should not be effected by gravitational ac~eleration forces.
According to the present invention control apparatus ~-includes a control member responsive to forces exerted thereon by an operator, a handle pivoted on said control member for rotation about an axis transverse to a direction of application of said forcesr and means for rotating said handle to predetermined angular positions dependent on said forces and each indicative of a separate one of a plurality of operatlons required of an associated apparatus to which in use said control apparatus is to be connected.
The invention also provides control apparatus including a lever linked by a system of force sensors for sensing attempted movement of the lever by a manual or an automatlc operator and for generating control signals to control an associated apparatus or system, a handle rotatably located at an end of the lever, means for rotating the handle to predetermined angular positions in response to the magnitude of a demand on the associated apparatus, and means for moving said lever from an inoperable position in which the lever is stowed to an operative position in which the lever protrudes from the container.
The angular position of the handle provides an indication of the operator of the current demand on that C
1 32q~0~
4a 26158-39 associated apparatus.
Preferably the control member may also be controlled automatically by a syskem comparing desired associated apparatus activity with measured associated apparatus activity~
(~' .. . .. .
, ~. .. .. ~ .
The invention i.s principally concerned with the corltrol member of such control cleviees and it ls to be understood that the inventlon could be adapted for use with any of the kno~l automatic, with manual override, fly-by-wire or fly-by-light, systems.
In an aircraft, in certain flight conditions, for example when the pilot and aireraft are subject to high gravitational aeceleration forces, movernent of known control members often proves difficult if not impossible. There is a requirement to provide the pilot of an aircraft likely to experience such flight conditions with a control member whieh is responsive to forees exerted on the member by the pilot for example to clemand diEferent levels of thrust Erom the aircraft engine. Other requirements of an aircraft throttle control member inelude:-a) adequate sensitivity to relatively small demand changes, b) eapability of distingui.shing between progressive demand changes and instantaneous maximum or minimum demands (in an aircraft throttle application such instantaneous clernands are known as "slams"), e) provision of taetile feedback to the o-,c~rator to provide an indication of th~ level of demand, d) a safety system preventing accidental and undesired changes in dernand, for exam~le, inadvertant stopping (shut-down) of an aircraft gas turbine engine in flight, ~ .
~.
. !
'~
329qo7 e) provision for automcltic cL~rakio~ res~nse to sensc,rs locatecl CUI the assoeiated clp)clratuC;, or excl~ple, a~o pilot contrc;l of throttle demarlc1s in cm aircraft a-ppllcation, -~nd, f) for use ;n sitllationC; where an oL:~rator is bein~ trained to control the assoeiated apE~aratus, provision or a second operator to manually overric1e operation of the control rrær~er.
In an aircraft situation this might entail the provision of a master throttle control ln a training aircraft.
In addition to the above requirements, the majority of which are essential in an aireraft throttle applieation, the control device should preferably include the desirable features listed below:-a) the design should not plaee an unaceeptable workload on the operator. I~is is particularly imE)ortant in a military aircraft applieation where ever increasing demands are made of pilots of modern fighter aircraft. In addition to flying the aircraft the pilot is often requirec1 to manaCJe complex ~eapons, eleetronic eountermeasures, electronic surveillance, electronie navigation, eomputer and eommunieations systems.
b) the eonstruetion should be modular so that it is readily expancdable should extra assoeiated apparatus be addecl. In the aircraft situation a modular throttle box for a single engined aireraft eould then be duplicated for a twin enginecd applieation for example.
e) the eontrol men~ber should take up the minimum amount of available spaee, ~, . , '. , ,: ' ~; . , : . ~ '. , " 1 32~qO7 d) it should be capable of operating in a wide range of environmental conditions and with associated apparatus designed for a variety of types of operation. In the aircraft application case a throttle box should be of universal application to both civil and military aircraft, should meet standard aircraft inter~ace requ~rements and should not be effected by gravitational ac~eleration forces.
According to the present invention control apparatus ~-includes a control member responsive to forces exerted thereon by an operator, a handle pivoted on said control member for rotation about an axis transverse to a direction of application of said forcesr and means for rotating said handle to predetermined angular positions dependent on said forces and each indicative of a separate one of a plurality of operatlons required of an associated apparatus to which in use said control apparatus is to be connected.
The invention also provides control apparatus including a lever linked by a system of force sensors for sensing attempted movement of the lever by a manual or an automatlc operator and for generating control signals to control an associated apparatus or system, a handle rotatably located at an end of the lever, means for rotating the handle to predetermined angular positions in response to the magnitude of a demand on the associated apparatus, and means for moving said lever from an inoperable position in which the lever is stowed to an operative position in which the lever protrudes from the container.
The angular position of the handle provides an indication of the operator of the current demand on that C
1 32q~0~
4a 26158-39 associated apparatus.
Preferably the control member may also be controlled automatically by a syskem comparing desired associated apparatus activity with measured associated apparatus activity~
(~' .. . .. .
, ~. .. .. ~ .
3 2 9 ~7 0 7 ~ re~erçlhly t~ ? or,t:ol ~ d~ L~S,.`~OII'-;i.V~ it~ou~ ~Iov~ c~nt~
to procJress;ve force applicat:iorl by the o~rator. The contrcil nen~er n~y then be a force throttle. ~1 the tertn 'force -thLfttle' we nleSIn engine control device including a tr.ro~tle lever which is not mechanically linkecl to the associated apparatus ie~ engine fuel control system, but is 1inked by a system of force sensors, sensing the attempted movement of the lever by the operator, and electrical, optical or other non-mechanical signal transmssion lines to suitable transducers and actuators for mechanically operating the engine fuel control system. Such force throttles may be extremely small compared with their fully mechanical counterparts and typically the lever may be small enough to be operated single han-ledly by the pilot using only his thumb and forefinger to apply demand pressure.
The Eorce throttle may adclitionally be responsive with linear movement, to slams as hereinbefore clefined.
The control men~er may be a throttle lever mounted for movement between a position in which the lever is substantially stowed within a container and an operable position in which the lever protrudes from the container.
The means for moving the lever between the stowed and operable positions may comprise an electric motor and screwjack connected to raise or lower a fulcrum of the lever so that an encl of the lever remote from said fulcrum may be raised to protrude from or be lowered to be withdrawn into the container. The handle may then comp~ise a further elongate member rotatc~bly located at the end of the lever remote from the fulcrum and n~c~ns for rotating the handle in response to the magnitude of a demand on the associated apparatus.
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-13~ 32q907 The container may '~ a consc~le in or formin~ F~rt c,f the aircraEt cockpit c~ssen~]y. ?refera'r:)ly, in a Eighter aircraft application the container is the pilot's left harl(l console.
In the above aircraft application t:he meanC; for rotatin~ the handle may cornprise an electric motor mounted within or adjacent the handle and transmission means for transmitting the rotation of the electric rnotor to a corresponding rotation of the handle. The control device may further include sensors for providing electrical signals corresponding to the raised or lowered positions of the lever. Thus when the lever is in its stowed non-operable position the sensors may provide a zero signal or no signal at all to the associated apparatus and when the lever is in its operable position the sensors may provide lever position or force responsive signals and~or an indication to the operator that the lever is in its operable position. The sensors rnay comprise one or more pressure transducers fixed with respect to and responsive to movements between stowed and operable positions of and forces applied to the lever to provide signals indicative of the stowed or operable position of the lever and of the magnitude of forces applied to it.
An ernbodirnent oE the invention will now be described by way of example only and with reference to the accompanying drawings of which: -Figure 1 is a sectional side elevation along the line A-A of Figure 2 of a force throttle in a stowed position, Figure 2 is a plan view of the Eorce throttle of Figure 1 with the drive handle remoYed for clarity, ' ~ 7 ~ 1 3 2 ~ q 0 7 Figure '~ i.5 cl ~rt secticl~ecl pla~ iew oE the drive hanc,le of the force throi-tJe oF Figure 1 along t:~e 'ille ~-~` thereC)f, Figure 3P,is a sj(1e v:lew of a carria-je plate of the dri~/e hallc11e shQwn in Figure 3~'Delow it, Figure ~ is a sectioned side elevation of the han~lle shoi~n in Figure 3 to illustrate various angular ~sitiorls of the han~le, Figure 5 is a sectional side elevation of the force throttle of Figure 2 along the line D-D thereof.
Figure 6 is a sectional side elevation o. the force throttle of Figure 2 along the line C-C thereof.
Flgure 7 is a block schematic cireuit dlagram of a control system associated with the Eorce throttle shown in Figures 1 to 6, Figure g is a schematic circ~lit diagram of an electronie control module assoeiated with the Eorce throttle of Figure 1, Figure 9 is a ~art of an operational flow diagram, or algorithm, relating to the force throttle of Figure 1, Figure 10 is a further part of the algorithm of Figure 9, In the follo~ing description of the er~odimRnt shown in the drawings features common to two or more of the Figures are given identieal reference numerals for ease of reference.
A pilots force throttle is sho~l in a stowed position in Figure 1 which has been designed for fitting in an aircraft cockpit structure particularly the cockpit of a military aircraft such as a fighter aircraft. Conventionally such a force throttle will be located in a eonsole adjacent the pilots left hand in a single engined milltary a~rcraft or in a central eonsole in the case of fitting to a , , ", ' . ~
. -- 1 3 2 9 9 0 7 multi-enginecl ci.vil aircraEt. ~n upL)er exterl-lcll surl.ace c.f ~he co.nsole ls showrl at 1. ~ne :Ec~rce t`rlrottle comE~rises a con~.rol .lever 2 secured at its 10~.7er end to a rai.scble s~ L~)rt structure lndicated ~enerally at 3. The lever may ~ n~oved to a. limitedi extent in a fore and aEt direction, fore heing to t.he ri~ht oE Figure 1 and aft being to the left of Figure 1. The ranye of fore ancl aft movements is limitecl and indicatecl by the arrows A and B respectively and is determinecl by the resiliance of and various tolerances of dimensions of support structure 3.
Pivoted Eor rotation about an axis transverse to the fore and aft direction, ie, an axis perpelldicular to the plane of the paper of Figure 1, at the top end of the lever 2 is an unusual elongatecl handle
to procJress;ve force applicat:iorl by the o~rator. The contrcil nen~er n~y then be a force throttle. ~1 the tertn 'force -thLfttle' we nleSIn engine control device including a tr.ro~tle lever which is not mechanically linkecl to the associated apparatus ie~ engine fuel control system, but is 1inked by a system of force sensors, sensing the attempted movement of the lever by the operator, and electrical, optical or other non-mechanical signal transmssion lines to suitable transducers and actuators for mechanically operating the engine fuel control system. Such force throttles may be extremely small compared with their fully mechanical counterparts and typically the lever may be small enough to be operated single han-ledly by the pilot using only his thumb and forefinger to apply demand pressure.
The Eorce throttle may adclitionally be responsive with linear movement, to slams as hereinbefore clefined.
The control men~er may be a throttle lever mounted for movement between a position in which the lever is substantially stowed within a container and an operable position in which the lever protrudes from the container.
The means for moving the lever between the stowed and operable positions may comprise an electric motor and screwjack connected to raise or lower a fulcrum of the lever so that an encl of the lever remote from said fulcrum may be raised to protrude from or be lowered to be withdrawn into the container. The handle may then comp~ise a further elongate member rotatc~bly located at the end of the lever remote from the fulcrum and n~c~ns for rotating the handle in response to the magnitude of a demand on the associated apparatus.
~-~
-13~ 32q907 The container may '~ a consc~le in or formin~ F~rt c,f the aircraEt cockpit c~ssen~]y. ?refera'r:)ly, in a Eighter aircraft application the container is the pilot's left harl(l console.
In the above aircraft application t:he meanC; for rotatin~ the handle may cornprise an electric motor mounted within or adjacent the handle and transmission means for transmitting the rotation of the electric rnotor to a corresponding rotation of the handle. The control device may further include sensors for providing electrical signals corresponding to the raised or lowered positions of the lever. Thus when the lever is in its stowed non-operable position the sensors may provide a zero signal or no signal at all to the associated apparatus and when the lever is in its operable position the sensors may provide lever position or force responsive signals and~or an indication to the operator that the lever is in its operable position. The sensors rnay comprise one or more pressure transducers fixed with respect to and responsive to movements between stowed and operable positions of and forces applied to the lever to provide signals indicative of the stowed or operable position of the lever and of the magnitude of forces applied to it.
An ernbodirnent oE the invention will now be described by way of example only and with reference to the accompanying drawings of which: -Figure 1 is a sectional side elevation along the line A-A of Figure 2 of a force throttle in a stowed position, Figure 2 is a plan view of the Eorce throttle of Figure 1 with the drive handle remoYed for clarity, ' ~ 7 ~ 1 3 2 ~ q 0 7 Figure '~ i.5 cl ~rt secticl~ecl pla~ iew oE the drive hanc,le of the force throi-tJe oF Figure 1 along t:~e 'ille ~-~` thereC)f, Figure 3P,is a sj(1e v:lew of a carria-je plate of the dri~/e hallc11e shQwn in Figure 3~'Delow it, Figure ~ is a sectioned side elevation of the han~lle shoi~n in Figure 3 to illustrate various angular ~sitiorls of the han~le, Figure 5 is a sectional side elevation of the force throttle of Figure 2 along the line D-D thereof.
Figure 6 is a sectional side elevation o. the force throttle of Figure 2 along the line C-C thereof.
Flgure 7 is a block schematic cireuit dlagram of a control system associated with the Eorce throttle shown in Figures 1 to 6, Figure g is a schematic circ~lit diagram of an electronie control module assoeiated with the Eorce throttle of Figure 1, Figure 9 is a ~art of an operational flow diagram, or algorithm, relating to the force throttle of Figure 1, Figure 10 is a further part of the algorithm of Figure 9, In the follo~ing description of the er~odimRnt shown in the drawings features common to two or more of the Figures are given identieal reference numerals for ease of reference.
A pilots force throttle is sho~l in a stowed position in Figure 1 which has been designed for fitting in an aircraft cockpit structure particularly the cockpit of a military aircraft such as a fighter aircraft. Conventionally such a force throttle will be located in a eonsole adjacent the pilots left hand in a single engined milltary a~rcraft or in a central eonsole in the case of fitting to a , , ", ' . ~
. -- 1 3 2 9 9 0 7 multi-enginecl ci.vil aircraEt. ~n upL)er exterl-lcll surl.ace c.f ~he co.nsole ls showrl at 1. ~ne :Ec~rce t`rlrottle comE~rises a con~.rol .lever 2 secured at its 10~.7er end to a rai.scble s~ L~)rt structure lndicated ~enerally at 3. The lever may ~ n~oved to a. limitedi extent in a fore and aEt direction, fore heing to t.he ri~ht oE Figure 1 and aft being to the left of Figure 1. The ranye of fore ancl aft movements is limitecl and indicatecl by the arrows A and B respectively and is determinecl by the resiliance of and various tolerances of dimensions of support structure 3.
Pivoted Eor rotation about an axis transverse to the fore and aft direction, ie, an axis perpelldicular to the plane of the paper of Figure 1, at the top end of the lever 2 is an unusual elongatecl handle
4 which will be describecl in more detail with reference to Figures 3A, 3B and 4 below.
The support structure carries four pedestals 8 which are adjustable in height and have heads 9 for co-operation with two pairs of pressure sensors 54 and 55, a forward pair and an aft pair. Two of the pedestals 8 are mounted ahead of the lever 2 on the structure 3 so as to direct pressure heads 9 towards the two forward mounted pressure sensors 55. rrhe other two pedestals 8 are mounted behind the lever 2 on the structure 3 so as to direct pressure heads 9 towards the two aft mounted pressure sensors 54. In operation and with the lever 2 in its raised position attempted fore and aft movement of the lever 2 causes -the structure 3 to pivot about its lower end with a corresponding raising or lowering of the pressure sensors 54 and 55.
,~`, ,3 .
~ 9 ~ 1 329907 rrhe lever 2 is gen*rally locatcd ~/ithin recess 12 in t:he console 1. '~ne recess 12 has verticai parallel walls 13 spacec~ apart in the fore and aft direction b~ a distance sligh-tly larger than longitudinal length of the handle A. rrhe depth of the walls 13 also corresponds approximately to the clepth oE the lever 2 in a lowered position. me reason for these dimensions will become clear when the retraction of the handle and lever is described in more detail below.
From the lower ends of the walls 13 is hung a generally bow shaped resilient rnernber 14. rrhe resilient mernber seals and prevents ingress of dust to a chamber below and is provided with a slot through which the lever 2 passes. The slot is dimensioned to be substantially equal in shaE~ and area to the cross-section oE the lever 2. Thus the lever 2, although not normally moved to any yreat extent by a progressive force applied to it, may be moved when a slam is demanded, pivotting about the lower end of structure 3, the slot in the member 14 permitting such rnovement.
When the lever 2, and the supyort structure 3, are in the lowered position there is no contact between the pressure sensors and heads 9. When the lever 2 and support structure 3 are in the raised, operational position all four pressure sensors 54 and 55 are arranged, by suitable adjustment to their heights relative to the structure 3, to be in contact with heads 9.
Normally, when the pilot applies a progressive force to the lever 2 in its raised position via the handle ~ no actual r~vement occurs. ~owever, the pilot input force will increase the force on two of the pressure (55) sensors and reduce the force on the other sensor A
3 2 q q 0 7 p~ir (54). nurin;J a sla~i(lem~1~l, as t:he lever 2 is rmoveci in a fore -~lcl ~ft clirection about ~he lower ellCl oE lne structure 3, thlls raisil-lg or lowering the pressure sensors 54 ar)c1 55 as clescrlbed aho~/e, one L~alr of sensors wil] be responsi~e to the increc!seæ press-1re cf contact with heads 9.
When with the lever 2 raisecl a slam is first appliecl ancl the lever 2 has been rnomentarily moved to its rnaximum aEt position (arrow B in Figure 1) the aft rnounted pressure sensors 5a will therefore transmit eleetrieal signals correspondin~ to a maximwm increase in pressure whilst the forward mounted pressure sensors 55 will transmit eleetrieal signals eorresponding to a maximum deerease in ~ressure.
T~le strueture 3 is gimbal mountecl at 5 on a jacking member of a serewjack rneehanism ao. The handle su~port column or lever 2 earriecl by the jaeking menber rnay be driven by a raise/lower drive motor 23 via a gearbox 41 to raised or lowered positions. The hanclle support eolwnn 2 is bolted at 46 to a platforrn 47 having legs 48 attaehed to an anvil 7. The anvil 7 is provided with a elearanee bore 11 to permit it to pass over the motor 23 and gearbox dl as it is raised or lowered. The anvil 7 is slidable mountecl on two eylindrieal shafts 50 whieh are seeure~ by nuts 52 to braeke-ts 51 so as to hang vertically down therefrom. The brackets 51 are in turn secured to the eontainer walls 13 by rneans of nuts and bolts 53. me pressure transclueers 54 and 55 referred to above are loeated in bores 56 on the underside of braekets 51.
The platform 47 has a eentral internally threacled hollow eolumn 49 eo-operating with the serewjaek meehanism 40.
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1 32q907 IPr~erl t~le cs~!.il 7, pl~lt,~ 17 ~l~lC1 S~ )r~ CC~ n~ Le raiC:r;~ ~)y the jacking n~?ch2nism 4~ he lever 2 ~ l be in a hi~r!, raised ~si.tion in w~lic'n t.he hcll-dle a protrudes ~.~bcve t}!e surface of the console 1 and may ke ful.].y operate-l 'c)~ the pil.ot about the gimbcll 3.
Il0~7ever when the anvil 7, platforrn ~7 and support column are lowered to the position as shown in Figure 2, the handle 4 is ful].y retracted into the console 1 so that its upper surfa.ce forms almost a continuous surEace with the surface 1. Opera.tion of the raise/lower drive motor 23 is controlled by raise and 10~.7er push-button electrical switches 24 and 25 (see Figure 5) which will be conveni.ently mounted in the upper surface of the console 1~
When the ~orce stick is in the lowered position as sho~l in Figure 1 the engine will be co~letely shutdown and the force stick inoperable to control engine speec~. However i.nadvertant engine shutdown is not possible when the lever 2 is in the operable position unless a deliberate selection of the lower push-button 25 is made.
The handle 4 of tne force stick is of a special design to provide the pilot with tactile inEormation regarding the engine control demand he has selectecl. I~e handle 4 is of generally ellipsoidal shape in cross-section as shown in Figure's 1 and 4. The reason for thi.s will become clear.
The handle 4 consists of three cylindrical sleeves mounted on bearings in and elongate carriage member 26 (see Figure 3B). Two of the sleeves 27 are mounted for rota.tion ~7ith respect to the centre of : the carriage member 26 at the extremities thereof and are freely rotating rollers with square sectioned machined teeth in their outer ~,~
.-, ,; l ' "eri~lery. ~e 'hird sleeve 28, wk!ich has a d.iaJIeter grec!ter than the two equi~di~l~.etered sleeves 27 also has so,ua~e sec'~ioned r.~.achined teeth kJut is fixec'~ to the control. m.emher 2.
~ ne sleeve 28 is as~ trically dis~secl 'between th: two outer sleeves 27 but houses w.ithin it a hanclle drive motor 27 and epicyclic gearbox 30 having a clrive shalft 31 carriecl in a bearing 32 which extends through the sleeve 28 adjacent the centre of carriage member 26 to which it is attachecl by means of nut and washer 33. Thus in operation the motor 29 is able to rotate the carriage member 26 eccentrically and the sleeves 27 about the sleeve 28.
Tightly wound arouncl all three sleeves (27, 28) is a belt 34 having a toothed ilmer surface en~aging with the machined teeth of the sleeves. The carriage member 26 is pivoted at 56 about the upper transverse axis of the lever 2. ~otation of the drive motor 29 will result in an anti-clockwise rotation of the carriage means 26 at a slower rate dependent on the ratio of the gearbox 33. It will thus be appreciated that rotation of the clrive motor 29 will raise the fore end and lower the aft end of the handle 4 or vice versa depending on its direction of rotation. The drive motor 29 is driven in an appropriate direction in response to fore and aft movements of the lever 2 and correspondiny pressure signals from the pressure sensors 54 and 54 as will be described in more detail with reference to Figure 7. Thus for exa~ple with the force throttle in the raised operable position a forward push on the handle 4 by the pilot (left to right on the unit depicted in Figure 1) will cause the drive motor 29 to rotate driving the gearbox 30 causing a clockwise rotation of the carriage ~ . .
,. . . ' -~ ' ~
\
- 13 - 1 3 2 q ~ 7 means 26 c~nd, in turn, the hanc1le ~ raising the aft-enc1 and lowering the Eore-end of the handle A giving the pilot a sense of 'feel' to the thrust demand.
In Figure 4 three positions o~ the handle ~ are sho~1n. In t:he horizontal position ie, with the longitudinal axis of the carriage n~mbers 26 in the position Cl-Dl and with the lever 2 in the raised position the force lever is active anc1 ready for engine start. ~1hen the longitudinal axis of the carriage member has been raised to the vertical position, C2-D2, in response to an increase in thrust demanded by the pilot pushing the handle forward, maximum dry thrust has been denkanded of the engine. In the overcentre position C3-D3 maximum reheat has been c1emandec1 by the pilot.
When the pilot wishes to reduce thrust, for example, from the C3 D3 or C2 D2 positions he wil] pull back on the handle 4 causing the gearbox output shaft to rotate and imparting an anti-clockwise rotation of the carriage means 26 raising the fore-end of the handle and lowering the aft-encl and giving the pilot a sensation of resistance to his reducing thrust demand.
At dispersal when the engine is ready to be switched off the carriage means 26 will be horizontal, Cl-Dl and the force lever ready for shutdown. The pilot selects the la/~er switch 25 retracting the handle 4 into the upper surface of the console l as shown in Figure 2.
The electrical system will now be briefly described with reference to Figure 7. The system comprises two power supply units 71 connected to the supply DC power to presCure sensors 5~ and 55 and via diodes 72 and raise and lower switches 24 and 25 to the raise/lower ,~;
, , . . .
-~ ` ; 1 329~7 clrive r,otor 23. 1~ OUt:pUt from each cf t~o oE the sensclrs 54 anci 55 iS comlected to a E~re-lcc~d stc~ (-ir~uit ï3~ w'rlich n:lay be in the form of a sirn~)le comlaratc~. to switch oE th( raisii-~g action of the raise/lo~/er clrive motor 23 w~lel-lever the sensors 54 ancl 55 reach a precleterr~ined pre-load. Cutputs from the sensors 54 ancl 55 are fecl by signal conclitioning circuits 74 to increase/aecrease demand monitor circuits 75 and 76. Outputs of the circuits 75 c~d 76 are connected to an c~ppropriate engine control unit 77 which may include a digital data bus carrying appropriate demand signals to an electro-rr,echanical transducer operating the throttle r,~echanism at the engine (not shown).
Further outputs of the circuits 75 cmd 76 are connected to the drive n~tor 29 via a hanclle drive n~tor controller circuit 78. The controller 78 is ~roviclecl with speecd adjustment circuits 79 so that the rate of rota-tion of the hanclle in response to thrust clemand changes by the pilot can be optimised to provide appropriate demand indications and 'feel'. It will be ap~reciatecl that the circuits 75, 76 and 78 may take the foml o micro-processor circuits.
In operation the algorithm of which may be Eollowed in Figures 9 - and 10, thrust modulation demands in the forrn of pilots push or pull inputs on the handle 4 cause corresponding pressure changes detected by the pressure sensors 54 and 55. With the handle in the raised position all of the sensors will be pre-loacled as determinecl by the pre-load circuit 73. Movement of the handle 4 will thus cause an increase in pressure sensed by two of the sensors 54 and 55 and a decrease in pressure sensed by the other t~o sensors 54 ancl 55. Each demand monitor 75, 76 receives three inputs from the signal ., ' `,, . . ~ . , 1 32q907 con:litionin~ cir~uits 7~ two slgnals or 5In ir~cLease in r)re-sure clJld cne oE c lecreclse in )r ssure. ~ne latter s;oncll is usecl as a compalisor-, to de~er-~ e r.he a(:curacy of tile cther t:wo sigllc-!ls. I~le clen~nc1 monjtors have voting logic ~h!ich provic1es an al-Ljropriat:e moclulatiQn con~ncl signcll to the engine control unit anci at the ~ame tilne outputs a drive commcmd to the hanclle drive motor 29 via the drive motor controller 78. A pilot demanc1 of sufficiently high pressure will cause the ha~ldle 4 to move to tne position C2 D2 showr in Figure 4. When the pilot has finished with the engines the force stick will be returned to the CI - ~I position. The pilot then selects the lower switch 25 and the drive motor 23 will lower the handle to lts recess ~xsition sho~l in E1i~ure l and all power to the engine will be removecl.
Many moclifications anc1 improvements to the above el~hocliment ~7ill no~ suggest themselves to those skilled in the art and the invention is by no means limited in scope to the emboclilnent showrl. It wlll also be appreciated that such a control lever may have applications other than to the control of c~as turbine engines ln an aircraft application.
The electronics of Figure 7 may be an electronic control mc~ule locatecl conveniently below the lever 2 in the console 1, say at 52 in Figure 7.
A
.
~ . .
The support structure carries four pedestals 8 which are adjustable in height and have heads 9 for co-operation with two pairs of pressure sensors 54 and 55, a forward pair and an aft pair. Two of the pedestals 8 are mounted ahead of the lever 2 on the structure 3 so as to direct pressure heads 9 towards the two forward mounted pressure sensors 55. rrhe other two pedestals 8 are mounted behind the lever 2 on the structure 3 so as to direct pressure heads 9 towards the two aft mounted pressure sensors 54. In operation and with the lever 2 in its raised position attempted fore and aft movement of the lever 2 causes -the structure 3 to pivot about its lower end with a corresponding raising or lowering of the pressure sensors 54 and 55.
,~`, ,3 .
~ 9 ~ 1 329907 rrhe lever 2 is gen*rally locatcd ~/ithin recess 12 in t:he console 1. '~ne recess 12 has verticai parallel walls 13 spacec~ apart in the fore and aft direction b~ a distance sligh-tly larger than longitudinal length of the handle A. rrhe depth of the walls 13 also corresponds approximately to the clepth oE the lever 2 in a lowered position. me reason for these dimensions will become clear when the retraction of the handle and lever is described in more detail below.
From the lower ends of the walls 13 is hung a generally bow shaped resilient rnernber 14. rrhe resilient mernber seals and prevents ingress of dust to a chamber below and is provided with a slot through which the lever 2 passes. The slot is dimensioned to be substantially equal in shaE~ and area to the cross-section oE the lever 2. Thus the lever 2, although not normally moved to any yreat extent by a progressive force applied to it, may be moved when a slam is demanded, pivotting about the lower end of structure 3, the slot in the member 14 permitting such rnovement.
When the lever 2, and the supyort structure 3, are in the lowered position there is no contact between the pressure sensors and heads 9. When the lever 2 and support structure 3 are in the raised, operational position all four pressure sensors 54 and 55 are arranged, by suitable adjustment to their heights relative to the structure 3, to be in contact with heads 9.
Normally, when the pilot applies a progressive force to the lever 2 in its raised position via the handle ~ no actual r~vement occurs. ~owever, the pilot input force will increase the force on two of the pressure (55) sensors and reduce the force on the other sensor A
3 2 q q 0 7 p~ir (54). nurin;J a sla~i(lem~1~l, as t:he lever 2 is rmoveci in a fore -~lcl ~ft clirection about ~he lower ellCl oE lne structure 3, thlls raisil-lg or lowering the pressure sensors 54 ar)c1 55 as clescrlbed aho~/e, one L~alr of sensors wil] be responsi~e to the increc!seæ press-1re cf contact with heads 9.
When with the lever 2 raisecl a slam is first appliecl ancl the lever 2 has been rnomentarily moved to its rnaximum aEt position (arrow B in Figure 1) the aft rnounted pressure sensors 5a will therefore transmit eleetrieal signals correspondin~ to a maximwm increase in pressure whilst the forward mounted pressure sensors 55 will transmit eleetrieal signals eorresponding to a maximum deerease in ~ressure.
T~le strueture 3 is gimbal mountecl at 5 on a jacking member of a serewjack rneehanism ao. The handle su~port column or lever 2 earriecl by the jaeking menber rnay be driven by a raise/lower drive motor 23 via a gearbox 41 to raised or lowered positions. The hanclle support eolwnn 2 is bolted at 46 to a platforrn 47 having legs 48 attaehed to an anvil 7. The anvil 7 is provided with a elearanee bore 11 to permit it to pass over the motor 23 and gearbox dl as it is raised or lowered. The anvil 7 is slidable mountecl on two eylindrieal shafts 50 whieh are seeure~ by nuts 52 to braeke-ts 51 so as to hang vertically down therefrom. The brackets 51 are in turn secured to the eontainer walls 13 by rneans of nuts and bolts 53. me pressure transclueers 54 and 55 referred to above are loeated in bores 56 on the underside of braekets 51.
The platform 47 has a eentral internally threacled hollow eolumn 49 eo-operating with the serewjaek meehanism 40.
~. .
.
. ~ , ~,. . .
: ~ , '' .~; ' " , ' .:
1 32q907 IPr~erl t~le cs~!.il 7, pl~lt,~ 17 ~l~lC1 S~ )r~ CC~ n~ Le raiC:r;~ ~)y the jacking n~?ch2nism 4~ he lever 2 ~ l be in a hi~r!, raised ~si.tion in w~lic'n t.he hcll-dle a protrudes ~.~bcve t}!e surface of the console 1 and may ke ful.].y operate-l 'c)~ the pil.ot about the gimbcll 3.
Il0~7ever when the anvil 7, platforrn ~7 and support column are lowered to the position as shown in Figure 2, the handle 4 is ful].y retracted into the console 1 so that its upper surfa.ce forms almost a continuous surEace with the surface 1. Opera.tion of the raise/lower drive motor 23 is controlled by raise and 10~.7er push-button electrical switches 24 and 25 (see Figure 5) which will be conveni.ently mounted in the upper surface of the console 1~
When the ~orce stick is in the lowered position as sho~l in Figure 1 the engine will be co~letely shutdown and the force stick inoperable to control engine speec~. However i.nadvertant engine shutdown is not possible when the lever 2 is in the operable position unless a deliberate selection of the lower push-button 25 is made.
The handle 4 of tne force stick is of a special design to provide the pilot with tactile inEormation regarding the engine control demand he has selectecl. I~e handle 4 is of generally ellipsoidal shape in cross-section as shown in Figure's 1 and 4. The reason for thi.s will become clear.
The handle 4 consists of three cylindrical sleeves mounted on bearings in and elongate carriage member 26 (see Figure 3B). Two of the sleeves 27 are mounted for rota.tion ~7ith respect to the centre of : the carriage member 26 at the extremities thereof and are freely rotating rollers with square sectioned machined teeth in their outer ~,~
.-, ,; l ' "eri~lery. ~e 'hird sleeve 28, wk!ich has a d.iaJIeter grec!ter than the two equi~di~l~.etered sleeves 27 also has so,ua~e sec'~ioned r.~.achined teeth kJut is fixec'~ to the control. m.emher 2.
~ ne sleeve 28 is as~ trically dis~secl 'between th: two outer sleeves 27 but houses w.ithin it a hanclle drive motor 27 and epicyclic gearbox 30 having a clrive shalft 31 carriecl in a bearing 32 which extends through the sleeve 28 adjacent the centre of carriage member 26 to which it is attachecl by means of nut and washer 33. Thus in operation the motor 29 is able to rotate the carriage member 26 eccentrically and the sleeves 27 about the sleeve 28.
Tightly wound arouncl all three sleeves (27, 28) is a belt 34 having a toothed ilmer surface en~aging with the machined teeth of the sleeves. The carriage member 26 is pivoted at 56 about the upper transverse axis of the lever 2. ~otation of the drive motor 29 will result in an anti-clockwise rotation of the carriage means 26 at a slower rate dependent on the ratio of the gearbox 33. It will thus be appreciated that rotation of the clrive motor 29 will raise the fore end and lower the aft end of the handle 4 or vice versa depending on its direction of rotation. The drive motor 29 is driven in an appropriate direction in response to fore and aft movements of the lever 2 and correspondiny pressure signals from the pressure sensors 54 and 54 as will be described in more detail with reference to Figure 7. Thus for exa~ple with the force throttle in the raised operable position a forward push on the handle 4 by the pilot (left to right on the unit depicted in Figure 1) will cause the drive motor 29 to rotate driving the gearbox 30 causing a clockwise rotation of the carriage ~ . .
,. . . ' -~ ' ~
\
- 13 - 1 3 2 q ~ 7 means 26 c~nd, in turn, the hanc1le ~ raising the aft-enc1 and lowering the Eore-end of the handle A giving the pilot a sense of 'feel' to the thrust demand.
In Figure 4 three positions o~ the handle ~ are sho~1n. In t:he horizontal position ie, with the longitudinal axis of the carriage n~mbers 26 in the position Cl-Dl and with the lever 2 in the raised position the force lever is active anc1 ready for engine start. ~1hen the longitudinal axis of the carriage member has been raised to the vertical position, C2-D2, in response to an increase in thrust demanded by the pilot pushing the handle forward, maximum dry thrust has been denkanded of the engine. In the overcentre position C3-D3 maximum reheat has been c1emandec1 by the pilot.
When the pilot wishes to reduce thrust, for example, from the C3 D3 or C2 D2 positions he wil] pull back on the handle 4 causing the gearbox output shaft to rotate and imparting an anti-clockwise rotation of the carriage means 26 raising the fore-end of the handle and lowering the aft-encl and giving the pilot a sensation of resistance to his reducing thrust demand.
At dispersal when the engine is ready to be switched off the carriage means 26 will be horizontal, Cl-Dl and the force lever ready for shutdown. The pilot selects the la/~er switch 25 retracting the handle 4 into the upper surface of the console l as shown in Figure 2.
The electrical system will now be briefly described with reference to Figure 7. The system comprises two power supply units 71 connected to the supply DC power to presCure sensors 5~ and 55 and via diodes 72 and raise and lower switches 24 and 25 to the raise/lower ,~;
, , . . .
-~ ` ; 1 329~7 clrive r,otor 23. 1~ OUt:pUt from each cf t~o oE the sensclrs 54 anci 55 iS comlected to a E~re-lcc~d stc~ (-ir~uit ï3~ w'rlich n:lay be in the form of a sirn~)le comlaratc~. to switch oE th( raisii-~g action of the raise/lo~/er clrive motor 23 w~lel-lever the sensors 54 ancl 55 reach a precleterr~ined pre-load. Cutputs from the sensors 54 ancl 55 are fecl by signal conclitioning circuits 74 to increase/aecrease demand monitor circuits 75 and 76. Outputs of the circuits 75 c~d 76 are connected to an c~ppropriate engine control unit 77 which may include a digital data bus carrying appropriate demand signals to an electro-rr,echanical transducer operating the throttle r,~echanism at the engine (not shown).
Further outputs of the circuits 75 cmd 76 are connected to the drive n~tor 29 via a hanclle drive n~tor controller circuit 78. The controller 78 is ~roviclecl with speecd adjustment circuits 79 so that the rate of rota-tion of the hanclle in response to thrust clemand changes by the pilot can be optimised to provide appropriate demand indications and 'feel'. It will be ap~reciatecl that the circuits 75, 76 and 78 may take the foml o micro-processor circuits.
In operation the algorithm of which may be Eollowed in Figures 9 - and 10, thrust modulation demands in the forrn of pilots push or pull inputs on the handle 4 cause corresponding pressure changes detected by the pressure sensors 54 and 55. With the handle in the raised position all of the sensors will be pre-loacled as determinecl by the pre-load circuit 73. Movement of the handle 4 will thus cause an increase in pressure sensed by two of the sensors 54 and 55 and a decrease in pressure sensed by the other t~o sensors 54 ancl 55. Each demand monitor 75, 76 receives three inputs from the signal ., ' `,, . . ~ . , 1 32q907 con:litionin~ cir~uits 7~ two slgnals or 5In ir~cLease in r)re-sure clJld cne oE c lecreclse in )r ssure. ~ne latter s;oncll is usecl as a compalisor-, to de~er-~ e r.he a(:curacy of tile cther t:wo sigllc-!ls. I~le clen~nc1 monjtors have voting logic ~h!ich provic1es an al-Ljropriat:e moclulatiQn con~ncl signcll to the engine control unit anci at the ~ame tilne outputs a drive commcmd to the hanclle drive motor 29 via the drive motor controller 78. A pilot demanc1 of sufficiently high pressure will cause the ha~ldle 4 to move to tne position C2 D2 showr in Figure 4. When the pilot has finished with the engines the force stick will be returned to the CI - ~I position. The pilot then selects the lower switch 25 and the drive motor 23 will lower the handle to lts recess ~xsition sho~l in E1i~ure l and all power to the engine will be removecl.
Many moclifications anc1 improvements to the above el~hocliment ~7ill no~ suggest themselves to those skilled in the art and the invention is by no means limited in scope to the emboclilnent showrl. It wlll also be appreciated that such a control lever may have applications other than to the control of c~as turbine engines ln an aircraft application.
The electronics of Figure 7 may be an electronic control mc~ule locatecl conveniently below the lever 2 in the console 1, say at 52 in Figure 7.
A
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~ . .
Claims (8)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. Control apparatus including a control member responsive to forces exerted thereon by an operator, a handle pivoted on said control member for rotation about an axis transverse to a direction of application of said forces, and means for rotating said handle to predetermined angular positions dependent on said forces and each indicative of a separate one of a plurality of operations required of an associated apparatus to which in use said control apparatus is to be connected.
2. Control apparatus as claimed in Claim 1 and further including means for transferring said control member from a stowed position in which it is in operable and of no impediment to an operator to a position in which it is operable to control said associated apparatus.
3. Control apparatus as claimed in Claim 1 or Claim 2 and wherein the control member is responsive to electrical signals indicative of the result of comparing desired operations of said associated apparatus and measured associated apparatus operations.
4. Control apparatus as claimed in Claim 1 and wherein the control member is responsive without movement to progressive force application by an operator.
Control apparatus as claimed in Claim 4 and wherein the control member is a force throttle as hereinbefore defined.
6 Control apparatus including a lever linked by a system of force sensors for sensing attempted movement of the lever by a manual or an automatic operator and for generating control signals to control an associated apparatus or system, a handle rotatably located at an end of the lever, means for rotating the handle to predetermined angular positions in response to the magnitude of a demand on the associated apparatus, and means for moving said lever from an inoperable position in which the lever is stowed to an operative position in which the lever protrudes from the container.
7 Control apparatus as claimed in Claim 6 and further including safety means to prevent an operator from using said lever to generate normally unwanted control signals for said associated apparatus.
8 Control apparatus as claimed in Claim 7 and wherein said safety means comprises an electrical switching device operable only to generate said normally unwanted control signals and to stow said lever whenever said handle is in a selected one of the said predetermined angular positions.
9. Control apparatus as claimed in Claim 6 or Claim 7 or
8 Control apparatus as claimed in Claim 7 and wherein said safety means comprises an electrical switching device operable only to generate said normally unwanted control signals and to stow said lever whenever said handle is in a selected one of the said predetermined angular positions.
9. Control apparatus as claimed in Claim 6 or Claim 7 or
Claim 8 and wherein the container is a console in or forms part of an aircraft cockpit.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB888801951A GB8801951D0 (en) | 1988-01-29 | 1988-01-29 | Control apparatus |
| GB8801951 | 1988-01-29 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1329907C true CA1329907C (en) | 1994-05-31 |
Family
ID=10630705
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000589494A Expired - Fee Related CA1329907C (en) | 1988-01-29 | 1989-01-30 | Control apparatus |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US4982918A (en) |
| EP (1) | EP0326439B1 (en) |
| JP (1) | JPH02197909A (en) |
| CA (1) | CA1329907C (en) |
| DE (1) | DE68907927T2 (en) |
| ES (1) | ES2042992T3 (en) |
| GB (1) | GB8801951D0 (en) |
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| DE2008223A1 (en) * | 1970-02-21 | 1971-09-09 | Daimler Benz Ag, 7000 Stuttgart | Safety gear lever for the gearbox of motor vehicles |
| GB1398271A (en) * | 1971-11-13 | 1975-06-18 | Jaguar Cars | Hand brake cable operating mechanisms for a vehicle |
| US3786692A (en) * | 1972-04-06 | 1974-01-22 | Domkraft Ab Nike | Hydraulic garage jack |
| US3839924A (en) * | 1973-07-25 | 1974-10-08 | Gen Motors Corp | Parking brake control mechanism |
| US3936015A (en) * | 1974-06-28 | 1976-02-03 | United Technologies Corporation | Retractable collective pitch stick |
| FR2412833A1 (en) * | 1977-12-22 | 1979-07-20 | Sfena | Detector for applied force to aircraft control lever - utilises piezo-resistive bars, and torsion tube attached to principal shaft |
| FR2427929A1 (en) * | 1978-06-08 | 1980-01-04 | Neiman Sa | IMPROVEMENTS IN ANTI-THEFT DEVICES FOR MOTOR VEHICLES |
| US4212211A (en) * | 1978-07-17 | 1980-07-15 | Donovan Wire & Iron Company | Parking brake lever assembly |
| GB2073887B (en) * | 1980-03-15 | 1984-04-26 | British Aerospace | Aircraft thrust controller |
| US4441676A (en) * | 1980-09-27 | 1984-04-10 | British Aerospace Public Limited Company | Force control member assemblies |
| GB2109535B (en) * | 1981-11-06 | 1985-01-03 | Thorn Gas Appliances Limited | A control knob |
| DE3382431D1 (en) * | 1982-01-22 | 1991-11-14 | British Aerospace | CONTROL UNIT. |
| DE3208150C2 (en) * | 1982-03-06 | 1983-12-22 | Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart | Actuating device, in particular for starting up a ram air turbine of an aircraft |
| US4555960A (en) * | 1983-03-23 | 1985-12-03 | Cae Electronics, Ltd. | Six degree of freedom hand controller |
| GB2165927A (en) * | 1984-10-20 | 1986-04-23 | Lotus Group Plc | Stowing handbrake lever |
| US4651954A (en) * | 1984-11-19 | 1987-03-24 | Lockheed Corporation | Autothrottle system |
| GB2184817A (en) * | 1985-03-26 | 1987-07-01 | Roy Edward Fox | Remote control console |
| GB8610481D0 (en) * | 1986-04-29 | 1986-11-26 | British Aerospace | Control apparatus |
-
1988
- 1988-01-29 GB GB888801951A patent/GB8801951D0/en active Pending
-
1989
- 1989-01-30 CA CA000589494A patent/CA1329907C/en not_active Expired - Fee Related
- 1989-01-30 EP EP89300893A patent/EP0326439B1/en not_active Expired - Lifetime
- 1989-01-30 JP JP1017827A patent/JPH02197909A/en active Pending
- 1989-01-30 US US07/303,184 patent/US4982918A/en not_active Expired - Fee Related
- 1989-01-30 ES ES89300893T patent/ES2042992T3/en not_active Expired - Lifetime
- 1989-01-30 DE DE89300893T patent/DE68907927T2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| EP0326439B1 (en) | 1993-08-04 |
| EP0326439A2 (en) | 1989-08-02 |
| ES2042992T3 (en) | 1993-12-16 |
| US4982918A (en) | 1991-01-08 |
| EP0326439A3 (en) | 1990-07-11 |
| DE68907927D1 (en) | 1993-09-09 |
| GB8801951D0 (en) | 1988-02-24 |
| JPH02197909A (en) | 1990-08-06 |
| DE68907927T2 (en) | 1993-11-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |