JP6535259B2 - Disengagement device - Google Patents

Description

  The present invention relates to a disengagement device for releasing the linkage of a control system.

  Generally, in an aircraft provided with an autopilot (autopilot) function, a disengagement device for switching between autopilot and manual steering is mounted (see, for example, Patent Document 1). This disengagement device releases the linkage between the linkage of the autopilot system, that is, the drive device for autopilot driving the control surface and the control surface, and releases the linkage exclusively to perform autopilot operation. It is used to switch from manual operation to manual operation.

  A so-called latch type is known as this type of disengagement device (see, for example, Patent Document 2). Although this latch-type disengaging device is preferable to the electromagnetic clutch-type in that it does not require power, it is difficult to transmit high torque in a compact size.

As a separable power transmission mechanism that can cope with this problem, a clutch or a transmission of an automobile can be considered.
Among these, as shown in FIG. 5, the clutch has a structure in which the transmission of the torque from the flywheel is interrupted by moving the clutch plate in the axial direction and separating it from the flywheel. In this clutch structure, the key along the axial direction and the key groove that receives the key are provided at the connecting portion between the clutch plate and the output shaft so that torque is transmitted to the output shaft even if the clutch plate moves in the axial direction (All are not shown) and are provided.

  On the other hand, as shown in FIG. 6, the transmission axially moves the retainer fitted with the input shaft and the output shaft in the axial direction to release the coupling state of the input and output shafts, whereby torque from the input shaft to the output shaft is It has a structure that transmission is cut off. In this transmission structure, as shown in FIG. 7, gears are formed on the circumferential surfaces of the input shaft and the output shaft, and a retainer on which respective gears corresponding to these gears are formed is axially moved. The gear is disengaged.

JP, 2005-8059, A JP 2005-205989

However, in the structure of the clutch, a circumferential gap is provided between the key and the key groove in order to allow axial movement of the clutch plate at the connection portion between the clutch plate and the output shaft. Therefore, when the structure of the clutch is simply applied to the disengagement device, the gap becomes a backlash and the control accuracy of the control system is lowered.
On the other hand, in the transmission structure, the gear surfaces of the input shaft and the output shaft are the respective circumferential surfaces, and the axial meshing length with the retainer is extended according to the amount of torque. It must be moved to a large size. In the transmission, since the torque transmission direction is one direction, it is possible to make the meshing gap of the gears large to facilitate axial fitting, but in the disengaging device, since the torque transmission direction is in both directions, in the clutch Similarly, the meshing gap becomes a backlash.

  Further, in any of the clutch and transmission structures, a large operating force is required to release the connection. In the disengagement device, since the pilot manually performs the release operation, it is necessary to be able to release the connection with an operation force that can be exhibited relatively easily by humans.

  The present invention has been made to solve the above-described problems, and has an object to provide a disengagement device capable of reducing a backlash and reducing an operation force required for disconnection as compared with a conventional one.

In order to achieve the above object, the invention according to claim 1 is a disengagement device for releasing a linkage of a control system in an aircraft,
An operation member operated by a pilot of the aircraft;
Two disengaging members juxtaposed along a predetermined direction to release / establish the linkage by separation / coupling with each other;
A coupling which is rotatably supported by one of the two disengaging members and is coupled to the two disengaging members by engaging the other disengaging member with rotation in one direction. Members,
A biasing member for biasing the coupling member in the one direction;
The coupling member is formed in an elongated shape, is rotatably supported around one end, the operation member is connected to the other end, and the rotation is performed around the one end interlocked with the operation of the operation member. A lever member for pressing the force in the direction opposite to the one direction against the biasing force of the biasing member;
And the like.

The invention according to claim 2 is the disengagement device according to claim 1;
The coupling member is
One end is engaged with the other disengaging member, and the other end opposite to the other end via the center of rotation is configured to be pressed by the lever member.
The length from the rotation center to the other end is longer than the length from the rotation center to the one end.

The invention according to claim 3 is the disengagement device according to claim 1 or 2, wherein
The one disengaging member is fixed to a horn arm connected to an actuator for autopilot,
The lever member is disposed in an opening formed in the horn arm.

According to the first aspect of the present invention, the coupling member rotatably supported by one of the disengaging members is biased in one direction by the biasing member to engage with the other disengaging member. The two disengaging members are coupled to one another to establish the linkage of the control system.
Also, from this state, when the operator operates the operation member, the long lever member having the operation member connected to the other end rotates around the one end, and the coupling member is biased by the biasing member. Against one side, that is, in the direction to release the engagement with the other disengaging member. Then, the engagement is released, the two disengagement members are separated from each other, and the linkage of the flight control system is released.

As a result, since the two disengagement members themselves do not move at the time of separation, unlike the clutch structure of an automobile, the necessity of a gap for moving the disengagement member in the axial direction is suppressed, and backlash due to this gap is reduced Be done.
Further, since the coupling member for coupling the two disengaging members is disengaged with the other disengaging member as it is rotated, it is sufficient to rotate the coupling member by the amount of detachment from the engaging portion at the time of separation. Therefore, unlike the structure of the transmission of a car, it is not necessary to increase the meshing gap of the gears, and the backlash is reduced accordingly.
Furthermore, the lever member is rotated about one end by the operation force input to the other end of the elongated lever member, and the coupling member is pressed in the direction to separate the two disengagement members. The principle is used to release the control system linkage.
Therefore, as compared with the prior art, it is possible to reduce the backlash and also reduce the operating force required to release the connection.

According to the invention as set forth in claim 2, the coupling member has one end where the length from the center of rotation to the other end pressed by the lever member engages with the other disengagement member. It is formed longer than the length up to.
Therefore, since the forceps principle is also used in the coupling member to release the linkage of the control system, it is possible to further reduce the operating force required for the disconnection.

According to the third aspect of the present invention, one of the disengagement members is fixed to the horn arm connected to the autopilot actuator, and the lever member is disposed in the opening formed in the horn arm. ing.
Therefore, they can be arranged compactly as compared with the case where the disengagement device and the horn arm are simply arranged side by side.

It is a block diagram showing a schematic structure of a control system of an aircraft in an embodiment. It is a perspective view showing the composition around a disengagement device among the aircraft in an embodiment. It is a perspective view of the disengagement device in an embodiment. It is a figure for demonstrating the operation | movement of the disengagement apparatus in embodiment. It is a conceptual diagram for demonstrating the structure of the clutch of a motor vehicle. It is a conceptual diagram for demonstrating the structure of the transmission of a motor vehicle. It is a figure for demonstrating the structure of the fitting part of the transmission of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing a schematic configuration of a control system of an aircraft 100 equipped with the disengagement device 1 in the present embodiment, and FIG. 2 is a perspective view showing a configuration around the disengagement device 1 of the aircraft 100. FIG. 3 is a perspective view of the disengagement device 1.

As shown in FIG. 1, in the aircraft 100, a control surface 110 such as an aileron, a rudder, and an elevator is connected to a control stick 121 disposed in the cockpit 120, and this connection system constitutes a manual control system. ing.
On the other hand, the control surface 110 is also connected to an actuator 130 for automatic steering via the disengagement device 1, and this connection system constitutes an automatic steering system. The aircraft 100 can be steered automatically by the actuator 130 drivingly controlling the control surface 110 in a state where the linkage of the autopilot system is established.

The disengagement device 1 is connected to the disengagement lever 122 disposed in the cockpit 120 via the operation cable 140, and receives an operation of the disengagement lever 122 by the pilot, as will be described later. It is configured to mechanically separate the linkages of
More specifically, as shown in FIG. 2, the disengagement device 1 is provided between a horn arm 150 connected to an actuator 130 for autopilot and a bell crank 170 connected to a control surface 110 via a rod 160. Provided in Among them, the horn arm 150 is fixed at its front end (upper end) to the drive shaft 131 of the actuator 130 and at its base end (lower end) to the disengagement device 1. On the other hand, the bell crank 170 has its tip (upper end) attached to the rod 160 and its base end (lower end) fixed to the disengagement device 1. Further, the horn arms 150 and the bell cranks 170 have respective proximal ends pivotally supported on a shaft 8 described later supported at both ends by the reaction link 180, and are configured to be rotatable around the respective proximal ends. There is.
The disengagement device 1 releases the linkage of the automatic control system for transmitting the driving force of the actuator 130 to the control surface 110 by mechanically disconnecting the connection between the horn arm 150 and the bell crank 170.

  Specifically, as shown in FIG. 3, the disengagement device 1 includes a rotor 2, a stator 3, three keys 4... (Only two are shown in FIG. 3), a spring 5 and a fork 6. , And the release 7 are comprised.

The rotor 2 and the stator 3 are two disengagement members according to the present invention, and release / establish the linkage of the automatic flight control system by separation / coupling between them. The shaft 8 is inserted inside the rotor 2 and the stator 3, and the rotor 2 and the stator 3 are juxtaposed in the axial direction along the central axis Ax of the shaft 8.
In the following, for simplicity of explanation, the rotor 2 side in the axial direction along the central axis Ax is referred to as “front side” (and the direction as “front”), and the stator 3 side is “rear side” And that direction is called "backward"). Further, the descriptions of "diameter (direction)" and "circumferential (direction)" mean those based on the central axis Ax unless otherwise noted.

  Among them, the rotor 2 is formed in an annular plate shape, and is provided in a state in which the central axis thereof is aligned with the central axis Ax of the shaft 8. Three notches 21 (only two are shown in FIG. 3) are formed on the outermost periphery of the rotor 2 at equal circumferential intervals. The rotor 2 is bolted to the bell crank 170 in a state where the front surface is in contact with the rear surface of the bell crank 170 (see FIG. 2), and can rotate integrally with the bell crank 170 around the central axis Ax It has become.

On the other hand, the stator 3 is formed in a short, substantially triangular prism shape having a slightly larger outermost diameter than the rotor 2 and is provided at the rear of the rotor 2 in a state where its central axis coincides with the central axis Ax of the shaft 8 . The stator 3 has its front end supported by the shaft 8 via the radial bearing 81 and is bolted to the horn arm 150 with its rear surface in contact with the front surface of the horn arm 150. (Refer to FIG. 2), it is rotatable around the central axis Ax integrally with the horn arm 150.
Further, a cable fixing portion 31 is provided on the outer peripheral surface on the lower side of the stator 3. The cable fixing portion 31 holds an operation cable 140 installed from the disengagement lever 122 of the cockpit 120. More specifically, the end of the protective tube 141 that protects the operation cable 140 is fixed to the cable fixing portion 31 from the front side (see FIG. 2). The operation cable 140 is laid from the cockpit 120 in a protected state in the protective pipe 141 and is exposed to the outside of the protective pipe 141 at the rear from the cable fixing portion 31 and its tip is fixed to the lower part of the fork 6 described later It is connected to the shaft 62b.

The three keys 4 are coupling members according to the present invention, and are for coupling the rotor 2 and the stator 3 to each other. These three keys 4... Are accommodated in three holes 32... Which are notched radially from the center of the stator 3 toward each vertex.
Specifically, each key 4 is formed in a substantially L-shaped flat plate shape having a long arm portion 41 and a short projecting portion 42 bent from the tip end of the arm portion 41. Each key 4 is disposed in the hole 32 of the stator 3 with the arm 41 extending substantially along the radial direction and the protrusion 42 protruding forward from the outer periphery of the stator 3, It is rotatably supported at the bending portion by a support shaft 45 along the tangential direction. The arm portion 41 is formed so as to narrow in width from the bent portion toward the tip on the inner peripheral side of the stator 3, and the tip portion is a hook-like locking portion 43 curved in the forward direction . The projecting portion 42 projects forward from the front surface of the stator 3 and can be engaged with or disengaged from the notch 21 of the rotor 2 as the key 4 rotates around the support shaft 45.

  The spring 5 is a biasing member according to the present invention, and is a coil spring that expands and contracts in the axial direction, and is accommodated in a spring hole 33 formed in the inner peripheral portion of the stator 3. The spring hole 33 is formed coaxially with the insertion hole of the shaft 8 and opens rearward and is in communication with the three hole portions 32. The spring 5 is accommodated in the spring hole 33 so as to surround the shaft 8 and the front end is in contact with the front end face in the spring hole 33, and the locking portions 43 of the three keys 4,. Is locked. Therefore, the spring 5 biases the locking portions 43 of the three keys 4,... Rearward, that is, biases them in a rotational direction in which the three keys 4,.

The fork 6 is a lever member according to the present invention, formed in a long length, and disposed at the rear of the stator 3.
Specifically, the fork 6 has a configuration in which two long plate-like members 61 and 61 are arranged in parallel with the shaft 8 interposed therebetween, and both ends thereof are fixed by the fixed shaft 62. The fork 6 extends in the vertical direction while aligning the circumferential direction position with the cable fixing portion 31 of the stator 3, and the upper fixed shaft 62 a located at the upper end of the fixed shafts 62 and 62 at both ends is the rotor 2. It is located at a radial position substantially half the outer diameter, and is rotatably supported by a rib 152 of a horn arm 150 described later (see FIG. 2). Further, of the fixed shafts 62 and 62 at both ends of the fork 6, the lower fixed shaft 62b located at the lower end is located at the same radial position as the cable fixing portion 31 of the stator 3 and fixed to the cable fixing portion 31. The tip of the operation cable 140 extending rearward from the protective tube 141 is connected. Therefore, the fork 6 is configured to rotate around the upper fixed shaft 62 a in conjunction with the pulling operation of the operation cable 140.

  The release 7 is formed in a substantially cylindrical shape having an outer diameter similar to that of the spring 5 and is disposed behind the stator 3 and can be slidable through a linear bearing 71 (see FIG. 4) housed inside. It is supported by At the front end of the outer peripheral surface of the release 7, two protrusions 72, 72 (only one is shown in FIG. 3) provided on both sides are provided, and these two protrusions 72, 72 The sliding holes 63 formed in the two plate-like members 61, 61 of 6 are fitted. The slide holes 63 are formed in a long hole shape along the longitudinal direction of each plate-like member 61, and slidably support the projection 72 along the longitudinal direction. Therefore, the release 7 is configured to move in the axial direction on the shaft 8 in conjunction with the rotational movement of the fork 6 around the upper fixed shaft 62a.

  The fork 6 and the release 7 are accommodated in an opening 151 formed in the horn arm 150, as shown in FIG. The opening 151 is formed in a substantially lower half of the horn arm 150 in a U-shape in a side view opening downward. A rib 152 is erected on the upper wall in the opening 151, and the upper fixed shaft 62a of the fork 6 is rotatably supported by the rib 152. Of the front wall 153 and the rear wall 154 of the horn arm 150 defining the opening 151, an insertion hole 153a through which the release 7 can be inserted is formed in the front wall 153, and the rear wall 154 has a shaft It is pivotally supported by eight.

Subsequently, an operation of the disengagement device 1 when releasing the linkage of the automatic control system will be described.
FIG. 4 is a diagram for explaining the operation of the disengagement device 1, in which (a) is a diagram when the linkage of the autopilot system is established, and (b) is an autopilot It is a figure when releasing the linkage of genealogy.

First, the state of the disengagement device 1 when the linkage of the autopilot system is established will be described.
As shown in FIG. 4A, when the linkage of the autopilot system is established, in the disengagement device 1, the rotor 2 and the stator 3 are coupled to each other by the three keys 4,.
Specifically, at this time, the respective locking portions 43 on the inner peripheral side of the three keys 4... Are urged rearward by the spring 5 so that these three keys 4. It is biased in a forwardly inclined rotational direction (counterclockwise in the figure), and the state in which the projections 42 of the three keys 4 are engaged with the three notches 21 of the rotor 2 is maintained . At this time, each key 4 is rotated by the locking portion 43 abutting on the front surface of the horn arm 150 or the projecting portion 42 abutting on the notch 21 (the bottom R in the circumferential direction of the rotor 2). Is regulated.
Thus, the rotor 2 and the stator 3 are integrally coupled to each other so as to be integrally rotatable, and the horn arm 150 rotates integrally with the bell crank 170 via the disengaging device 1, that is, an actuator for automatic steering. The linkage of the autopilot system, in which the driving force 130 is transmitted to the control surface 110, is established.

Next, the operation of the disengagement device 1 when releasing the linkage of the autopilot system will be described.
When releasing the linkage of the automatic flight control system, the pilot of the aircraft 100 first operates the disengagement lever 122, whereby the operation cable 140 connected to the disengagement lever 122 is pulled.
Then, as shown in FIG. 4B, in the disengagement device 1, the direction in which the fork 6 whose operation cable 140 is connected to the lower fixed shaft 62b stands around the upper fixed shaft 62a (clockwise in the drawing) The release 7 moves forward on the shaft 8 in accordance with this. Then, the release 7 presses the locking portions 43 of the three keys 4 to the front against the biasing force of the spring 5. As a result, the three keys 4... Rotate in the rotational direction (clockwise in the figure) for moving the protrusions 42 to the outer peripheral side around each support shaft 45, and the protrusions 42 of the three keys 4. It will be in the state dropped out to the perimeter side from three notch parts 21 and so on of the rotor 2.
Thus, the rotor 2 and the stator 3 are separated from each other so that no torque is transmitted, and the torque of the horn arm 150 is not transmitted to the bell crank 170, that is, the driving force of the autopilot actuator 130 is transmitted to the control surface 110. If not, the linkage of the autopilot system is released.

As described above, according to the disengagement device 1 of the present embodiment, the three keys 4 rotatably supported by the stator 3 are biased rearward by the spring 5 to engage with the rotor 2. Thus, the rotor 2 and the stator 3 are coupled to each other, and the linkage of the autopilot system is established.
Also, from this state, when the operation cable 140 is operated by the pilot, the long fork 6 having the operation cable 140 connected to the lower fixed shaft 62b rotates around the upper fixed shaft 62a, and the three keys 4, .. Are pressed forward via the release 7 against the biasing force of the spring 5 in the forward direction, that is, in the direction in which the engagement with the rotor 2 is released. Then, the engagement is released, the rotor 2 and the stator 3 are separated from each other, and the linkage of the autopilot system is released.

Thereby, since the rotor 2 and the stator 3 themselves do not move at the time of separation, unlike the clutch structure of a car, the necessity of a gap for moving the rotor 2 and the stator 3 in the axial direction is suppressed, and backlash by this gap Is reduced.
Further, since the three keys 4 to couple the rotor 2 and the stator 3 are disengaged from the rotor 2 as the rotation is performed, the three keys 4 are detached from the notch 21 of the rotor 2 at the time of separation. It only needs to be rotated by a minute. Therefore, unlike the structure of the transmission of a car, it is not necessary to increase the meshing gap of the gears, and the backlash is reduced accordingly.
Furthermore, the operating force input to the lower fixed shaft 62b of the long fork 6 rotates the fork 6 about the upper fixed shaft 62a to separate the rotor 2 and the stator 3 into three keys 4, ... The forceps principle is used to release the linkage of the autopilot system.
Therefore, as compared with the prior art, it is possible to reduce the backlash and also reduce the operating force required to release the connection.

In each key 4, the length from the support shaft 45 to the locking portion 43 pressed by the fork 6 is longer than the length to the protrusion 42 engaged with the notch 21 of the rotor 2 It is formed.
Therefore, the forceps principle is also used in each of the keys 4 to release the linkage of the autopilot system, so that the operation force required to release the connection can be further reduced.

Further, the stator 3 is fixed to the horn arm 150, and the fork 6 is disposed in an opening 151 formed in the horn arm 150.
Therefore, as compared with the case where the disengagement device 1 and the horn arm 150 are simply arranged side by side, they can be arranged compactly.

  The embodiment to which the present invention can be applied is not limited to the above-described embodiment, and can be appropriately changed without departing from the spirit of the present invention.

  For example, although three keys 4 and three notches 21 are provided in the above embodiment, the number is not particularly limited. However, in order to uniformly distribute the pressing force and the biasing force around the central axis Ax, it is preferable that the number of these is three or more.

  Moreover, it is preferable that the disengagement device 1 is configured to be held in the disconnected state. As such a configuration, for example, one provided with a lock pin or a magnet for restricting the rotation of each key 4 in the disengaged state to the stator 3 may be mentioned. Although not the configuration of the disengaging device 1, the operation cable 140 may be held in a towed state in the cockpit 120.

  Further, the disengagement device 1 may be any device that releases the linkage of the control system, and may release the linkage of the manual control system.

1 Disengagement device 2 Rotor (other disengagement member)
21 Notch 3 Stator (One Disengagement Member)
4 key (joining member)
41 arm 42 projecting portion 43 locking portion 45 support shaft 5 spring (biasing member)
6 Hawk (lever member)
62a upper fixed shaft 62b lower fixed shaft 7 release 8 shaft Ax central axis 100 aircraft 130 actuator 140 operation cable (operation cable)
150 horn arm 151 opening 152 rib 170 bell crank 180 reaction link

Claims (3)

A disengagement device for releasing a linkage of a control system in an aircraft, comprising:
An operation member operated by a pilot of the aircraft;
Two disengaging members juxtaposed along a predetermined direction to release / establish the linkage by separation / coupling with each other;
A coupling which is rotatably supported by one of the two disengaging members and is coupled to the two disengaging members by engaging the other disengaging member with rotation in one direction. Members,
A biasing member for biasing the coupling member in the one direction;
The coupling member is formed in an elongated shape, is rotatably supported around one end, the operation member is connected to the other end, and the rotation is performed around the one end interlocked with the operation of the operation member. A lever member for pressing the force in the direction opposite to the one direction against the biasing force of the biasing member;
A disengagement device comprising: The coupling member is
One end is engaged with the other disengaging member, and the other end opposite to the other end via the center of rotation is configured to be pressed by the lever member.
The disengagement device according to claim 1, wherein a length from the rotation center to the other end is longer than a length from the rotation center to the one end. The one disengaging member is fixed to a horn arm connected to an actuator for autopilot,
The disengagement device according to claim 1, wherein the lever member is disposed in an opening formed in the horn arm.

Images