U.S. patent application number 14/077110 was filed with the patent office on 2014-05-15 for above-the-floor rudder and brake control system.
This patent application is currently assigned to Mason Electric Co.. The applicant listed for this patent is Mason Electric Co.. Invention is credited to Fred Carner, Bijan Salamat.
Application Number | 20140131523 14/077110 |
Document ID | / |
Family ID | 49713452 |
Filed Date | 2014-05-15 |
United States Patent
Application |
20140131523 |
Kind Code |
A1 |
Carner; Fred ; et
al. |
May 15, 2014 |
ABOVE-THE-FLOOR RUDDER AND BRAKE CONTROL SYSTEM
Abstract
A modular brake and rudder control system usable in an aircraft.
The modular system mounts atop the flight deck floor without
penetrating through the floor when the system is operatively
connected to the aircraft's fly-by-wire brake and rudder systems.
Pedal assemblies extending from the housing are rotatable and
longitudinally moveable relative to the housing. A brake control
system fully contained in the housing is connected to the pedal
assemblies and provides a signal via an electrical connector to the
fly-by-wire brake system upon rotation of the pedals. A rudder
control system is fully contained in the housing and is operable
independent of the brake control system. The rudder control system
detects longitudinal motion of the pedal assemblies and provides a
signal via an electrical connector to the fly-by-wire rudder
system. The housing, the electrical connectors, the pedal
assemblies, the brake control system and the rudder control system
define a modular component installable and removable from the
cockpit as a unit.
Inventors: |
Carner; Fred; (Thousand
Oaks, CA) ; Salamat; Bijan; (Santa Clarita,
CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Mason Electric Co. |
Sylmar |
CA |
US |
|
|
Assignee: |
Mason Electric Co.
Sylmar
CA
|
Family ID: |
49713452 |
Appl. No.: |
14/077110 |
Filed: |
November 11, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61724815 |
Nov 9, 2012 |
|
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Current U.S.
Class: |
244/235 |
Current CPC
Class: |
B64C 13/06 20130101;
B64C 13/04 20130101; B64C 13/507 20180101; B64C 13/044 20180101;
B64C 13/503 20130101; B64C 13/12 20130101 |
Class at
Publication: |
244/235 |
International
Class: |
B64C 13/06 20060101
B64C013/06 |
Claims
1. A modular brake and rudder control system for use in an aircraft
having a cockpit with a flight deck floor, and having a fly-by-wire
brake system and a fly-by-wire rudder system, the modular brake and
rudder control system comprising: A housing with opposing side
portions, the housing being configured to mount fully above the
flight deck floor without penetrating through the flight deck floor
when the modular brake and rudder control system is operatively
connected to the fly-by-wire brake and rudder systems; Electrical
connectors connected to the housing and operatively connectable to
the fly-by-wire brake and rudder systems; A pair of pedal
assemblies coupled to the housing and projecting from the side
portions, each pedal assembly having a foot pedal engageable by an
operator, each pedal assembly being independently rotatable about
an axis of rotation in response to engagement by the operator, and
each pedal assembly being longitudinally movable relative to the
housing; A brake control system fully contained in the housing and
connected to the pedal assemblies, the brake control system having
a first movement sensor operatively coupled to at least a first one
of the pedal assemblies and connected to at least a first one of
the electrical connectors that connects to the fly-by-wire brake
system, the first movement sensor configured to detect rotational
movement of the pedal assembly and to provide a first signal
through the first electrical connector to the fly-by-wire brake
system for actuation of the fly-by-wire brake system as a function
of range or rate of rotational movement of the pedal assembly; A
rudder control system fully contained in the housing and being
operably independent of the brake control system, the rudder
control system having a second movement sensor operatively coupled
to the pedal assemblies independent of the first sensor and
connected to a second one of the electrical connectors that
connects to the fly-by-wire rudder system, the second movement
sensor configured to detect longitudinal motion of the pedal
assemblies and to provide a second signal through the second
electrical connector to the fly-by-wire rudder system as a function
of longitudinal movement of the pedal assembly relative to the
housing; and A position adjustment system operable independent of
the brake control system and the rudder control system, the
position adjustment system being connected to the pedal assemblies
and being adjustable to simultaneously move the pedal assemblies in
the same direction to change a longitudinal position of the pedal
assemblies relative to the housing between forward and aft
positions.
2. The modular brake and rudder control system of claim 1 wherein
the housing comprises a frame and a cover over the frame, the frame
being mountable atop the flight deck floor without projecting
through the flight deck floor, and the frame carrying the brake
control system, the rudder control system and the position
adjustment system as a module.
3. The modular brake and rudder control system of claim 1 wherein
the housing, the pedal assemblies, the brake control system, the
rudder control system, and the position control system define a
modular unit removably mountable atop the flight deck floor.
4. The modular brake and rudder control system of claim 3, wherein
the cockpit has first and second pilot stations, and wherein the
wherein the modular unit is configured to be interchangeably
positionable in the first and second pilot stations.
5. The modular brake and rudder control system of claim 1, wherein
the pedal assemblies are first pedal assemblies and the rudder
control system is a first rudder control system, and further
comprising an interlink connected to the first rudder control
system, the interlink being connectable to a second rudder control
system of an adjacent second modular brake and rudder control
system, wherein the interlink transfers longitudinal movement of
the pedal assemblies of the first rudder control system to
longitudinal movement of second pedal assemblies and the second
rudder control system of the second modular brake and rudder
control system.
6. The modular brake and rudder control system of claim 1 wherein
the housing comprises a frame that carries the brake control
system, the rudder control system, and the position adjustment
system, and the housing comprises a cover over the frame, the cover
having opposing sidewalls with elongated slots therein, wherein the
pedal assemblies extend through the slots and are longitudinally
movable along the slots.
7. The modular brake and rudder control system of claim 1 wherein
the brake control system includes a brake lever that interconnects
the first movement sensor and the first one of the pedal
assemblies, the brake lever and the first one of the pedal
assemblies being rotatable as a unit relative to the housing,
wherein the brake lever translates movement of the first one of the
pedal assemblies to the first movement sensor.
8. The modular brake and rudder control system of claim 7 wherein
the first movement sensor is a linear movement detection member
configured to detect a range and rate of motion of the brake lever
upon rotation of the first one of the pedal assemblies and to
generate a brake control signal as a function of the range and rate
of movement of the brake lever.
9. The modular brake and rudder control system of claim 1 wherein
the rudder control system comprises a pedal interconnection
assembly with a rudder control shaft coupled to the pedal
assemblies and rotatably carried by the housing, wherein rotation
of the rudder control shaft corresponds to longitudinal movement of
each pedal assembly relative to the housing in equal and opposite
directions.
10. The modular brake and rudder control system of claim 9 wherein
the second movement sensor is a rotary movement detection member
coupled to the rudder control shaft and configured to detect
rotational motion of the rudder control shaft upon longitudinal
movement of the pedal assemblies and to generate the rudder control
signal as a function of the longitudinal movement of the pedal
assemblies.
11. A modular brake and rudder control system for use in a vehicle
having a control center with a control deck floor, and having an
electronically controlled brake system and an electronically
controlled rudder system, the modular brake and rudder control
system comprising: A housing that mounts in the control center
fully above the control deck floor without penetrating through the
floor when the modular brake and rudder control system is
operatively connected to the brake and rudder systems; Electrical
connectors connected to the housing and operatively connectable to
the brake and rudder systems; A pair of pedal assemblies projecting
from the housing, each pedal assembly having a pedal engageable by
an operator, each pedal assembly being independently rotatable and
longitudinally movable relative to the housing; A brake control
system fully contained in the housing and connected to the pedal
assemblies, the brake control system having a first movement sensor
operatively coupled to at least a first one of the pedal assemblies
and connected to at least a first one of the electrical connectors
that connects to the brake system, the first sensor configured to
detect first movement of the pedal assembly and to provide a first
signal through the first electrical connector to the brake system
for actuation of the brake system as a function of range of the
first movement of the pedal assembly; and A rudder control system
fully contained in the housing and operably independent of the
brake control system, the rudder control system having a second
movement sensor operatively coupled to the pedal assemblies and
connected to a second one of the electrical connectors that
connects to the rudder system, the second movement sensor
configured to detect longitudinal motion of the pedal assemblies
and to provide a second signal through the second electrical
connector to the rudder system as a function of longitudinal
movement of the pedal assembly.
12. The modular brake and rudder control system of claim 11,
further comprising a position adjustment system operable
independent of the brake control system and the rudder control
system, the position adjustment system being connected to the pedal
assemblies and being adjustable to simultaneously move the pedal
assemblies in the same direction to change a longitudinal position
of the pedal assemblies relative to the housing between forward and
aft positions.
13. The modular brake and rudder control system of claim 11 wherein
the housing comprises a frame and a cover over the frame, the frame
being mountable atop the flight deck floor without projecting
through the flight deck floor, and the frame carrying the brake
control system and the rudder control system.
14. The modular brake and rudder control system of claim 11 wherein
the housing, the pedal assemblies, the brake control system, the
rudder control system, and the position control system define a
modular unit removably mountable atop the flight deck floor.
15. The modular brake and rudder control system of claim 14,
wherein the cockpit has first and second pilot stations, and
wherein the wherein the modular unit is configured to be
interchangeably positionable in the first and second pilot
stations.
16. The modular brake and rudder control system of claim 11 wherein
the brake control system includes a brake lever that interconnects
the first movement sensor and the first one of the pedal
assemblies, the brake lever and the first one of the pedal
assemblies being rotatable as a unit relative to the housing,
wherein the brake lever translates movement of the first one of the
pedal assemblies to the first movement sensor.
17. The modular brake and rudder control system of claim 11 wherein
the rudder control system comprises a pedal interconnection
assembly with a rudder control shaft coupled to the pedal
assemblies, wherein rotation of the rudder control shaft
corresponds to longitudinal movement of each pedal assembly
relative to the housing in equal and opposite directions.
18. A modular brake and rudder control system for use in an
aircraft having a cockpit with a flight deck floor, and having
fly-by-wire brake system and a fly-by-wire rudder system, the
modular brake and rudder control system comprising:: A housing
comprising a frame and a cover over the frame, the frame is
removably attachable atop the control deck floor without
penetrating through the floor when the modular brake and rudder
control system is operatively connected to the brake and rudder
systems; Electrical connectors connected to the housing and
operatively connectable to the brake and rudder systems; A pair of
pedal assemblies coupled to the housing, each pedal assembly being
rotatable and longitudinally moveable relative to the housing; A
brake control system fully contained in the housing and carried by
the frame, the brake control system is connected to the pedal
assemblies and to at least a first one of the electrical connectors
that connects to the brake system, the brake control system detects
rotational movement of the pedal assembly and provides a first
signal through the first electrical connector to the brake system
for actuation of the brake system; and A rudder control system
fully contained in the housing and carried by the frame, the rudder
control system is connected to the pedal assemblies and is operable
independent of the brake control system, the rudder control system
is connected to at least a second one of the electrical connectors
that connects to the rudder system, the rudder control system
detects longitudinal motion of the pedal assemblies and provides a
second signal through the second electrical connector to the rudder
system; Wherein the housing, the electrical connectors, the pedal
assemblies, the brake control system and the rudder control system
define a modular component installable and removable from the
cockpit as a unit.
19. The modular brake and rudder control system of claim 18,
further comprising a position adjustment system operable
independent of the brake control system and the rudder control
system, the position adjustment system being connected to the pedal
assemblies and being adjustable to simultaneously move the pedal
assemblies in the same direction to change a longitudinal position
of the pedal assemblies relative to the housing.
20. The modular brake and rudder control system of claim 19,
further comprising an interlink connected to the rudder control
system, the interlink being connectable to a second rudder control
system of an adjacent second modular brake and rudder control
system, wherein the interlink transfers longitudinal movement of
the pedal assemblies to longitudinal movement of second pedal
assemblies and the second rudder control system of the second
modular brake and rudder control system.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This non-provisional patent application claims priority to
and the benefit of U.S. Provisional Patent Application No.
61/724,815, titled ABOVE-THE-FLOOR RUDDER AND BRAKE CONTROL SYSTEM,
filed Nov. 9, 2012, and which is incorporated herein in its
entirety by reference thereto.
TECHNICAL FIELD
[0002] Embodiments of the present disclosure are directed to flight
surface controls and brake controls for aircraft.
BACKGROUND
[0003] Conventional fixed wing aircraft have a plurality of control
surfaces, including the rudder, operated by mechanical links and
cabling to interconnect pilot-controlled rudder pedals to the
actual control surface at the aft of the aircraft. The linkages and
cabling typically extend the length of the aircraft under the
flight deck. These linkages and cabling can be difficult to access,
maintain, and even install during initial manufacture. Conventional
aircraft brake systems have similar drawbacks. Electrical
fly-by-wire systems have been contemplated for aircraft flight
control systems and brake systems. However, there is a need for a
reliable, highly accurate fly-by-wire rudder control system and/or
brake control system for use in aircraft while remaining in a
compact spatial envelope.
SUMMARY
[0004] The present disclosure is directed to an above-the-floor,
modular rudder and brake control system that overcomes drawbacks of
the prior art and provides other benefits. At least one embodiment
of the present disclosure is directed to a modular brake and rudder
control system for use in an aircraft having a cockpit with a
flight deck floor. The aircraft has a fly-by-wire brake system and
a fly-by-wire rudder system. The modular brake and rudder control
system comprises a housing with opposing side portions, and the
housing is configured to mount fully above the flight deck floor
without penetrating through the flight deck floor when the modular
brake and rudder control system is operatively connected to the
fly-by-wire brake and rudder systems. Electrical connectors are
connected to the housing and are operatively connectable to the
fly-by-wire brake and rudder systems. A pair of pedal assemblies
are coupled to the housing and project from the side portions. Each
pedal assembly has a foot pedal engageable by a pilot or other
operator, and each pedal assembly is independently rotatable about
an axis of rotation in response to engagement by the operator. Each
pedal assembly is also longitudinally movable relative to the
housing.
[0005] The modular brake and rudder control system also has a brake
control system fully contained in the housing and connected to the
pedal assemblies. The brake control system has a first movement
sensor operatively coupled to at least a first one of the pedal
assemblies and is connected to at least a first one of the
electrical connectors that connects to the fly-by-wire brake
system. The first movement sensor is configured to detect
rotational movement of the pedal assembly and to provide a first
signal through the first electrical connector to the fly-by-wire
brake system for actuation of the fly-by-wire brake system as a
function of range or rate of rotational movement of the pedal
assembly.
[0006] The modular brake and rudder control system also has a
rudder control system fully contained in the housing and operably
independent of the brake control system. The rudder control system
has a second movement sensor operatively coupled to the pedal
assemblies independent of the first sensor and connected to a
second one of the electrical connectors that connects to the
fly-by-wire rudder system. The second movement sensor is configured
to detect longitudinal motion of the pedal assemblies and to
provide a second signal through the second electrical connector to
the fly-by-wire rudder system as a function of longitudinal
movement of the pedal assembly relative to the housing.
[0007] The modular brake and rudder control system also has a
position adjustment system operable independent of the brake
control system and the rudder control system. The position
adjustment system is connected to the pedal assemblies and is
adjustable to simultaneously move the pedal assemblies in the same
direction to change a longitudinal position of the pedal assemblies
relative to the housing between forward and aft positions.
[0008] Another embodiment provides a modular brake and rudder
control system for use in a vehicle having a control center with a
control deck floor and having an electronically controlled brake
system and an electronically controlled rudder system. The modular
brake and rudder control system comprises a housing that mounts in
the control center fully above the control deck floor without
penetrating through the floor when the modular brake and rudder
control system is operatively connected to the brake and rudder
systems. Electrical connectors are connected to the housing and are
operatively connectable to the brake and rudder systems. A pair of
pedal assemblies project from the housing, and each pedal assembly
has a pedal engageable by an operator. Each pedal assembly is
independently rotatable and longitudinally movable relative to the
housing.
[0009] The modular brake and rudder control system has a brake
control system fully contained in the housing and connected to the
pedal assemblies. The brake control system has a first movement
sensor operatively coupled to at least a first one of the pedal
assemblies and connected to at least a first one of the electrical
connectors that connects to the brake system. The first sensor is
configured to detect first movement of the pedal assembly and to
provide a first signal through the first electrical connector to
the brake system for actuation of the brake system as a function of
range of the first movement of the pedal assembly.
[0010] The modular brake and rudder control system has a rudder
control system fully contained in the housing and operably
independent of the brake control system. The rudder control system
has a second movement sensor operatively coupled to the pedal
assemblies and connected to a second one of the electrical
connectors that connects to the rudder system. The second movement
sensor is configured to detect longitudinal motion of the pedal
assemblies and to provide a second signal through the second
electrical connector to the rudder system as a function of
longitudinal movement of the pedal assembly.
[0011] Another embodiment provides a modular brake and rudder
control system for use in an aircraft having a cockpit with a
flight deck floor, and having fly-by-wire brake system and a
fly-by-wire rudder system. The modular brake and rudder control
system comprises a housing with a frame and a cover over the frame.
The frame is removably attachable atop the control deck floor
without penetrating through the floor when the modular brake and
rudder control system is operatively connected to the brake and
rudder systems. Electrical connectors are connected to the housing
and are operatively connectable to the brake and rudder systems. A
pair of pedal assemblies extend from the housing, and each pedal
assembly is rotatable and longitudinally moveable relative to the
housing.
[0012] A brake control system is fully contained in the housing and
is carried by the frame. The brake control system is connected to
the pedal assemblies and to at least a first one of the electrical
connectors that connects to the brake system. The brake control
system detects rotational movement of the pedal assembly and
provides a first signal through the first electrical connector to
the brake system for actuation of the brake system. A rudder
control system is fully contained in the housing and is carried by
the frame. The rudder control system is connected to the pedal
assemblies and is operable independent of the brake control system.
The rudder control system is connected to at least a second one of
the electrical connectors that connects to the rudder system. The
rudder control system detects longitudinal motion of the pedal
assemblies and provides a second signal through the second
electrical connector to the rudder system. The housing, the
electrical connectors, the pedal assemblies, the brake control
system and the rudder control system define a modular component
installable and removable from the cockpit as a unit.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] FIG. 1 is an isometric view of an aircraft having an
above-the-floor brake and rudder control system in accordance with
one or more embodiments of the present disclosure.
[0014] FIG. 2 is an aft isometric view of an above-the-floor brake
and rudder control assembly of the system of FIG. 1 in accordance
with one or more embodiments of the present disclosure.
[0015] FIG. 3 is a side elevation view of the brake and rudder
control assembly of FIG. 2.
[0016] FIG. 4 is an aft isometric view of the brake and rudder
control assembly of FIG. 2 with the cover removed for purposes of
illustration.
[0017] FIG. 5 is a front isometric view of the brake and rudder
control assembly of FIG. 2 with the cover not shown for purposes of
clarity.
[0018] FIG. 6 is a side elevation view of the brake and rudder
control assembly of FIG. 3 with the cover not shown for purposes of
illustration.
[0019] FIG. 7 is a schematic illustration of at least portions of a
brake control assembly shown removed from the rudder and brake
control assembly of FIG. 6, wherein the brake control assembly is
in a "No-Brake" condition.
[0020] FIG. 8 is a schematic illustration of the brake control
assembly of FIG. 7 shown in a "Brakes Applied" condition.
[0021] FIG. 9 is a front isometric view of the brake and rudder
control assembly of FIG. 4 with portions of a rudder control
assembly not shown to avoid obscuring aspects of the brake control
assembly.
[0022] FIG. 10 is a front isometric view of the brake and rudder
control assembly of FIG. 4 with portions of the brake control
assembly not shown to avoid obscuring aspects of the rudder control
assembly.
[0023] FIGS. 11 and 12 are partial side elevation views of
components of the rudder control assembly shown removed from the
assembly of FIG. 10 for illustration purposes.
[0024] FIGS. 13 and 14 are partial isometric views showing
components of the rudder control assembly removed from the assembly
of FIG. 10 for illustration purposes.
[0025] FIG. 15 is an enlarged isometric view of a portion of the
rudder control assembly shown removed from the assembly of FIG. 10
for illustration purposes.
[0026] FIG. 16 is an isometric view of a pair of modular brake and
rudder control assemblies in accordance with the present disclosure
interconnected by an interlink rod for simultaneous and identical
operation of each unit.
[0027] FIG. 17 is an isometric view of the pair of brake and rudder
control units of FIG. 16 and with the covers not shown for
illustration purposes.
[0028] FIG. 18 is an enlarged isometric view of a rudder return
assembly of the rudder control assembly of FIG. 4, the rudder
return system shown in a "neutral rudder" position.
[0029] FIG. 19 is an enlarged isometric view of the rudder return
assembly of FIG. 18 shown in a "left rudder" position.
[0030] FIG. 20 is an enlarged isometric view of the rudder return
assembly of FIG. 18 shown in a "right rudder" position.
[0031] FIG. 21 is a partial isometric view of the brake and rudder
control assembly of FIG. 4 with portions of a pedal assembly not
shown to avoid obscuring a pedal position adjustment assembly,
which is shown in an intermediate position.
[0032] FIG. 22 is a side elevation view of the pedal position
adjustment assembly of FIG. 21, with the pedal assemblies shown in
a forward-most position.
[0033] FIG. 23 is a side elevation view of the pedal position
adjustment assembly of FIG. 21, with the pedal assemblies shown in
an aft-most position.
[0034] FIG. 24 is a partial side elevation view of the pedal
position adjustment assembly of FIG. 21, with the pedal assemblies
shown in an intermediate position.
DETAILED DESCRIPTION
[0035] A brake and rudder control system for use with an aircraft
having fly-by-wire control systems in accordance with embodiments
of the present disclosure is shown in the drawings for purposes of
illustration. Several specific details of the embodiments are set
forth in the following description and the Figures to provide a
thorough understanding of certain embodiments of the disclosure.
One skilled in the art, however, will understand that the present
invention may have additional embodiments, and that other
embodiments may be practiced without several of the specific
features described below.
[0036] FIG. 1 schematically illustrates an aircraft 12 having a
fly-by-wire rudder control system 13 operatively connected to a
rudder 14. The aircraft 12 also has a fly-by-wire brake control
system 15 operatively connected to aircraft brakes. The aircraft 12
has an above-the-floor, modular, fly-by-wire brake and rudder
control assembly 10 that electrically interfaces with and provides
control signals to control the rudder control system 13 and the
brake control system 15. The modular brake and rudder control
assembly 10 is mounted atop the flight deck floor 16 in the
aircraft cockpit 18 in a position for operative engagement by a
pilot controlling the aircraft 12. In the illustrated embodiment,
the aircraft's cockpit 18 includes a captain station 20 and a first
officer station 22, each of which includes a brake and rudder
control assembly 10 for use by the respective pilot to help control
the aircraft.
[0037] As seen in FIG. 2, the brake and rudder control assembly 10
is a self-contained, modular unit having a base plate 24 affixed to
the top surface 26 of the flight deck floor 16 without having to
penetrate through the flight deck. This above-the-floor, modular
brake and rudder control system 10 includes a plurality of
electrical connectors 28 on the forward surface that operatively
connects to the aircraft's fly-by-wire rudder control system, brake
control system, and steering system. This modular construction
without having to penetrate through the flight deck allows for easy
and quick installation, maintenance, and replacement while
maintaining a compact envelope to minimize space requirements
within the cockpit 18 (FIG. 1).
[0038] The rudder and brake control assembly 10 is described herein
in relation to a fore/aft, inboard/outboard frame of reference, as
would be a typical orientation in the cockpit 18 of the aircraft
12. It is to be understood that the rudder and brake control
assembly 10 may or may not have other orientations relative to a
selected mounting surface. Further, the modular rudder and brake
control assembly 10 illustrated in the figures is discussed below
relative to the captain station 20 in the aircraft 12. The modular
rudder and brake control assembly 10 is, however, interchangeable
between the captain station 20 and the first officer station
22.
[0039] Referring to FIGS. 2 and 3, the rudder and brake control
assembly 10 has an aft portion 30, a forward portion 32, an inboard
portion 34, and an outboard portion 36 relative to the captain
station on the port side of the aircraft's centerline. The rudder
and brake control assembly 10 has an internal frame 38 that
includes the base plate 24 and that supports a removable cover 40.
Each sidewall 42 of the cover 40 includes an elongated pedal slot
42 oriented substantially parallel to the flight deck floor 16 on
which the base plate 24 mounts. A portion of an inboard pedal
assembly 44 projects through the slot 42 on the cover's inboard
sidewall of the cover 40, and a portion of an outboard pedal
assembly 46 projects through the slot 42 on the cover's outboard
sidewall. The slots 42 are shaped and sized to accommodate
horizontal movement of the pedal assemblies 44 and 46 relative to
the flight deck floor 16 during operation of a rudder control
assembly and during position adjustment of the pedal assemblies 44
and 46, as discussed in greater detail below.
[0040] FIGS. 4 and 5 are isometric views of the rudder and brake
control assembly 10 with the cover 40 removed from the internal
frame 38 to show the internal components of the system. The frame
38 has the base plate 24 connected to the forward and aft frame
portions 48 and 50 and to inboard and outboard side panels 52 and
54 that span between forward and aft portions 48 and 50. The frame
38 also has an upper frame member 56 substantially aligned with the
frame's longitudinal centerline and connected to the forward and
aft frame portions 48 and 50.
[0041] The rudder and brake control assembly 10 has three
independent systems operatively interconnected to the frame 38. The
three systems include a brake control assembly 60, a rudder control
assembly 62, and a pedal adjustment assembly 64, each of which are
controlled and operated independent of the other assemblies. The
three systems interface with the pilot via the inboard and outboard
pedal assemblies 44 and 46. Each pedal assembly has a foot pedal 66
exterior of the frame 38 and the cover 40 (FIG. 2) and positioned
for engagement by the pilot's foot. The foot pedal 66 has an upper
forefoot portion 68 and a lower heel portion 70. A pedal attachment
shaft 72 is securely fixed to the lower heel portion 70 and extends
through the horizontal slot 42 (FIG. 3) in the cover's sidewall
toward an interior area of the frame 38. The pedal attachment shaft
72 has a longitudinal axis 74 substantially perpendicular to the
centerline of the frame 38, and the pedal attachment shaft is fixed
to the foot pedal 66, such that the foot pedal 66 and the
attachment shaft 72 can rotate as a unit about the shaft's
longitudinal axis 74. This pedal assembly arrangement provides the
input structure that allows the pilot to control the aircraft's
brake system.
The Brake Control System
[0042] The brake control assembly 60 is configured so that the
pilot can push on the forefoot portion 68 of the inboard and/or
outboard foot pedal 66 to cause activation of the aircraft's brake
system. The brake control assembly 60 is identical for each of the
inboard and outboard pedal assemblies 44 and 46, so only one will
be described. The pedal assembly's attachment shaft 72 extends
horizontally away from the foot pedal 66, through a bottom end 76
of a crank member 94, and is fixedly attached to an aft end 78 of a
brake lever 80. The brake lever 80 projects forwardly away from the
attachment shaft 72 and terminates at a forward end portion 82. The
brake lever 80 is rigidly attached to the attachment shaft 72, such
that the foot pedal 66, the attachment shaft 72 and the brake lever
80 all pivot as a unit about the shaft's longitudinal axis 74.
[0043] The forward end portion 82 of the brake lever 80 is attached
to a brake sensor mechanism that detects pivotal motion of the foot
pedal 66. In the illustrated embodiment, the brake sensor mechanism
is a Linear Variable Differential Transformer ("LVDT") 84 attached
at its bottom end to the forward end of the brake lever 80. The
LVDT 84 is electrically coupled to at least one of the electrical
connectors 28 carried at the forward portion 48 of the frame 38,
thereby providing a connection to the aircraft's fly-by-wire brake
system. The upper end 86 of the LVDT 84 is securely attached to an
upper linkage member 88 that remains in a fixed position when the
pilot pushes on the foot pedal to activate the aircraft's brake
system. The LVDT 84 is configured to detect the range and rate of
motion of the brake lever 80 upon rotation of the foot pedal 66
about the longitudinal axis 74 and to generate a brake control
signal as a function of the range and/or rate of movement of the
brake lever 80.
[0044] When the pilot pushes on the forefoot portion 68 of either
foot pedal 66, the pedal and its associated brake lever 80 rotate
about the attachment shaft's longitudinal axis 74. This rotation
pulls downwardly on the bottom of the LVDT 84 to extend the LVDT 84
relative to the upper linkage member 88, causing the LVDT 84 to
generate and send a signal for activation of the aircraft's brake
control system 15 via one or more of the connectors 28. In the
illustrated embodiment, the LVDT 84 provides selected resistance to
foot pedal rotation during application of the brakes to provide a
brake feel force and a breakout force detectable by the pilot's
foot while applying the brakes. For example, the LVDT 84 may use
redundant springs to provide the feel for the pilot as he or she
pushes against the foot pedal 66 to apply the aircraft brakes.
[0045] Although the illustrated embodiment utilizes a LVDT 84 to
detect a pilot's brake input command, other embodiments may use
other sensor mechanisms to detect movement of the brake lever 80
and to provide the brake input signal to the aircraft's brake
system via the connectors 28. Each of the inboard and outboard
pedal assemblies 44 and 46 are connected to independent brake
systems that can each be activated by the pilot, individually or
together, to provide the brake control signal to the aircraft's
brake system 15 (FIG. 1).
[0046] FIGS. 7 and 8 are illustrations of portions of the brake
control assembly 60 shown removed from the frame 38 and other
components of the brake and rudder control assembly 10 to avoid
obscuring features of the brake control assembly 60. FIG. 9 is a
partial front isometric view of the brake and rudder control
assembly 10 with portions of the rudder control assembly 62 not
shown for purposes of discussion and to avoid obscuring features of
the brake control assembly 60. As seen in the figures, the brake
control assembly 60 includes a stop rod 90 connected to the brake
lever 80 forward of the pedal attachment shaft 72. The upper end of
the stop rod 90 is fixed to the upper linkage member 88. The stop
rod 90 is configured to allow the brake lever 80 to pivot through a
brake stroke having selected range of movement between a "no-brake"
position (FIG. 7) and a "full-brake" position (FIG. 8). In the
illustrated embodiment, the stop rod 90 allows the brake lever 80
to rotate through a range of approximately 0.degree.-15.degree.,
inclusive, about the attachment shaft's longitudinal axis 74.
[0047] In the illustrated embodiment, this range of rotational
movement of the brake lever 80 corresponds to approximately 1.0
inches of axial travel of the LVDT 84 upon rotation of the foot
pedal 66 between the "no-brake" position and the " full-brake"
position. In other embodiments, the inboard and outboard pedal
assemblies 44 and 46 may be configured to provide a different brake
stroke with between the "no-brake" and the "full-brake" positions.
For example, a shorter or longer brake lever 80 may be used to
provide a different range of motion of the foot pedal for
activation of the brakes. Such a variation in brake stroke length
may be based upon pilot preference and/or other operational or
ergonomic factors. The brake control assembly 60 can also include
biasing members coupled to the LVDT 84 or other brake component
that urges the foot pedals to the "no-brake" position.
The Rudder Control System
[0048] The rudder control assembly 62 operates independently of the
brake control assembly 60, such that the pilot can provide rudder
control input via the foot pedals 66 independent of activation of
the brake control assembly 60. The rudder control assembly 62 can
also be activated simultaneously with the brake control assembly 60
as needed.
[0049] FIG. 10 is a partial front isometric view of the brake and
rudder control assembly 10 with portions of one brake control
assembly 60 not shown (e.g., the brake lever 80, LVDT 84, and stop
rod 90) for purposes of discussion and to avoid obscuring features
of the rudder control assembly 62. The rudder control assembly 62
includes a substantially identical configuration for each of the
inboard and outboard pedal assemblies 44 and 46 so only one is
described in detail herein. As seen in the figures, each pedal
assembly 44 and 46 is connected to an inverted L-shaped crank
member 94 having a generally vertical leg 96 and generally
horizontal leg 98. The vertical leg 96 is pivotally connected at
its lower end 100 to the pedal attachment shaft 72 between the foot
pedal 66 and the brake lever 80 (FIG. 10). The vertical leg's upper
end 102 intersects and is integrally connected to the aft end 104
of the horizontal leg 98. The crank member 94 has an intermediate
pivot portion 106 at the intersection of the vertical and
horizontal legs 96 and 98 spaced above the pedal attachment shaft
72. The crank member 94 is pivotally connected at its intermediate
pivot portion 106 to a rudder crank support shaft 108 coupled to
the frame 38 so as to allow the crank member 94 to pivot relative
to the frame 38 about the crank support shaft 108.
[0050] The crank support shaft 108 is oriented with its
longitudinal axis 110 substantially parallel to the longitudinal
axis 74 of the pedal attachment shaft 72. Accordingly, forward and
aft movement of the foot pedal's heel portion 70 causes the lower
end 100 of the crank member's vertical leg 96 to move forward or
aft relative to the frame 38. As shown in FIGS. 11 and 12, this
movement causes the crank member 94 to pivot at its intermediate
pivot portion 106 about the crank support shaft 108, causing the
forward end 112 of the horizontal leg 98 to move up or down
relative to the frame 38. A rudder strut 114 is pivotally attached
at its upper end to the forward end 112 of the crank's horizontal
leg 98. The rudder strut's lower end 118 is securely connected to a
pedal interconnection assembly 120 that operatively interconnects
the inboard and outboard pedal assemblies 44 and 46.
[0051] As shown in FIG. 10, the pedal interconnection assembly 120
has a rudder control shaft 122 rotatably carried by the frame 38
substantially parallel to the frame's base plate 24. An aft end 124
of the rudder control shaft 122 is rotatably attached to the
frame's aft portion 50 and the shaft's forward end 126 is rotatably
attached to the frame's forward portion 48, such that the
longitudinal axis of the rudder control shaft 122 is substantially
aligned with the centerline of the frame and is perpendicular to
the pedal attachment shaft 72. The rudder control shaft 122 carries
a crank fitting 128, such that the rudder control shaft and the
crank fitting are rotatable as a unit relative to the frame 38.
[0052] As shown in FIGS. 13 and 14, the crank fitting 128 has an
opposing pair of free end portions 130 spaced apart from the rudder
control shaft 122. Each free end portion 130 is attached to a lower
end 118 of a respective one of the rudder struts 114. Accordingly,
the rudder struts 114 interconnect the rudder control shaft 122 to
the L-shaped crank members 94 and their associated foot pedals 66
for movement in equal and opposite directions relative to the
rudder control shaft 122. For example, when a pilot presses one
foot pedal 66 in a forward direction relative to the frame 38 (FIG.
10), the associated crank member 94 pivots about the crank support
shaft 108, thereby lifting the horizontal leg 98 and its associated
rudder strut 114, which pulls upwardly on the corresponding free
end portion 130 of the crank fitting 128 and rotates the rudder
control shaft 122 about its longitudinal axis. This rotation of the
rudder control shaft 122 in the counterclockwise direction, as
shown in FIGS. 13 and 14, pulls the other free end portion 130 of
the crank fitting 128 downwardly, thereby pulling the attached
rudder strut 114 and crank member's horizontal leg 98 downwardly,
which pivots the crank member 94, and pushes the other foot pedal
66 in the aft direction relative to the frame 38 (FIG. 10).
Accordingly, the inboard and outboard pedal assemblies 44 and 46
are interconnected to move in equal and opposite directions when a
pilot pushes against the heel portion 70 of a foot pedal 66.
Biasing members, such as one or more torsion springs concentric
with the rudder control shaft 122, can be used to provide torque to
continually oppose the rudder motion and return the pedals 66 to a
neutral position, thereby providing selected tactile feedback to
the pilot.
[0053] The rudder control shaft 122 is coupled to one or more
rotary movement detection members 132, shown in FIG. 15. The rotary
detection members 132 are configured to detect the rotary motion of
the rudder control shaft about its longitudinal axis in response to
pilot input via the pedal assemblies 44 and 46 (FIG. 10), or in
response to input from an autopilot system. In the illustrated
embodiment, the rotary movement detection members 132 include a
plurality of Rotary Variable Differential Transformers ("RVDT"s)
mounted to the forward end of the rudder control shaft 122 and
operatively coupled to one or more of the electrical connectors 28
on the forward portion of the frame 38 (FIG. 10). The RVDTs provide
one or more signals, such as variable angle displacement data
related to the control shaft as a function of the pilot input via
the foot pedals 66. These signals are provided via the electrical
connectors 28 to the aircraft's rudder control system manipulation
and control of the rudder 14 (FIG. 1). Accordingly, the rudder
control assembly 62 can be quickly and easily connected, via the
electrical connectors 28, to the aircraft's fly-by-wire flight
control system to control movement of the aircraft's rudder 14
(FIG. 1), without having to pass through the flight deck.
[0054] As best seen in FIGS. 15 and 16, at least one embodiment of
the rudder control assembly 62 includes a station interlink
assembly 136 that operatively interconnects the rudder control
assemblies 62 of adjacent modular brake and rudder control
assemblies 10, such as at the captain and first officer stations in
the aircraft. The station interlink assembly 136 includes an
adjustable interlink shaft 138 that mechanically interconnects and
identically conveys rudder control input from the assembly in one
pilot station to the assembly in other pilot station.
[0055] In the illustrated embodiment, the interlink shaft 138 is
substantially perpendicular to the rudder control shaft 122 (FIG.
15). Each end of the interlink shaft 138 is operatively connected
to an interlink flange 140 (FIG. 15) fixedly attached to the
forward end portion of the rudder control shaft 122. The interlink
flange 140 rotates with the rudder control shaft 122 as a unit,
such that a free end 142 of the interlink flange 140 spaced away
from the rudder control shaft 122 moves along an arcuate path as
the rudder control shaft 122 rotates about its longitudinal axis.
The free end 142 of the interlink flange 140 is pivotally connected
to the end of the interlink shaft 138. Accordingly, rotation of the
rudder control shaft 122 and the interlink flange 140 drives the
interlink shaft 138, laterally in the left or right direction,
depending upon the direction of rotation of the rudder control
shaft. This lateral movement of the interlink shaft 138 creates
equal rotation of the rudder control shafts 122 of the two modular
assemblies 10 to which the ends of the interlink shaft are
attached. Accordingly, a pilot's rudder control input at one pilot
station will be substantially identically mirrored at the other
pilot station via the station interlink assembly 136.
[0056] As seen in FIGS. 10 and 18-20, the rudder control assembly
62 has a rudder centering assembly 146 connected to the aft end
portion 124 of the rudder control shaft 122. The rudder centering
assembly 146 provides biasing forces that urge the rudder control
assembly 62 to a neutral, "no-rudder" position. The rudder
centering assembly 146 of the illustrated embodiment has a pair of
redundant torsion springs 148 or other rotation biasing members
connected to the rudder control shaft 122. Each torsion spring 148
is secured on the rudder control shaft 122 with a spring catch
member 150 that captures the torsion springs while allowing the
rudder control shaft 122 to rotate relative to the frame 38.
[0057] Each spring 148 has inboard and outboard engagement tangs
152 projecting away from the rudder control shaft 122. Adjustable
inboard and outboard spring stops 154 are mounted to the frame's
aft portion 50 adjacent to the torsion springs 148. Each adjustable
spring stop 154 is positioned to block the respective inboard or
outboard spring tangs 152 from moving past the stop as the rudder
control shaft 122 rotates away from the neutral or "no rudder"
position. Accordingly, the torsion springs 148 provide torsional
resistance to rotation of the rudder control shaft 122 away from
the neutral position and, upon rotation, urge of the shaft to
return to the neutral position. In the illustrated embodiment, the
redundant torsion springs 148 are configured to provide a torque of
approximately 184 inch-pounds, which is equivalent to approximately
40 pounds of feel to the pilot at the foot pedals 66 during full
rudder stroke in either direction. In one embodiment, the rudder
centering assembly 146 can be mounted to an adjustable bracket
configured to allow adjustment of the spring stops 154 and to allow
adjustment of the neutral position relative to a selected neutral
rating when the brake and rudder control assembly 10 is installed
in the aircraft.
[0058] In one embodiment, the brake and rudder control assembly 10
can include an adjustment lever fixed to the aft end portion 124 of
the rudder control shaft 122. The adjustment lever has an aperture
that aligns with an aperture in the frame's aft portion 50 when the
rudder is in the neutral position. The aligned apertures are
configured to receive a rigging pin or the like, such that the
rigging pin blocks the rudder control shaft from rotating, thereby
effectively holding the aircraft's rudder in the neutral position.
Additional alignable apertures in the adjustment lever and the
frame's aft portion can be provided to receive the rigging pin and
hold the aircraft's rudder in full left rudder or right rudder
positions or other selected intermediate positions.
The Pedal Adjustment System
[0059] The brake and rudder control system's pedal adjustment
assembly 64 is operatively independent of the brake control
assembly 60 and the rudder control assembly 62 discussed above. The
pedal adjustment assembly 64 allows for positional adjustment of
the foot pedals 66. The extent of adjustment can be selected based
on ergonomics and human factors data for pilots of different sizes.
In the illustrated embodiment, the pedal adjustment assembly 64
allows for angular and longitudinal adjustment of the foot pedals
66 in the forward/aft directions relative to the frame 38 without
changing the pedal stroke length and without interfering with the
rudder control assembly 62 or the brake control assembly 60.
[0060] The pedal adjustment assembly 64 is configured to allow the
foot pedals 66 to move between a forward most position (FIG. 22),
e.g., for a pilot with long legs, and an aft most position (FIG.
23), e.g., for a pilot with shorter legs. In the illustrated
embodiment, the pedal adjustment assembly 64 is configured to
provide an adjustment stroke of approximately 9-inches of
horizontal travel relative to the frame's base plate 24. The pedal
adjustment assembly 64 is also configured to change the angular
orientation of the foot pedals 66 through a range of approximately
18.degree. relative to the frame's base plate 24 to accommodate
typical foot orientation of taller and shorter pilots while sitting
in the aircraft's pilot seat. Other embodiments can provide other
adjustment ranges including longer or shorter adjustment strokes
and larger or smaller ranges of angular adjustment.
[0061] FIG. 24 is a partial side elevation view of the brake and
rudder control assembly 10 with the cover and other selected
components not shown to avoid obscuring other features of the pedal
adjustment assembly 64. As best seen in FIGS. 21 and 24, the pedal
adjustment assembly 64 includes an upper guide bar 160 securely
fixed at the forward and aft ends to the frame's forward and aft
portions 48 and 50. The guide bar 160 is substantially parallel to
the frame's base plate 24 and is aligned with the frame's
centerline. The guide bar 160 extends through a translatable
central guide structure 162 configured to slidably move over the
guide bar 160 between forward and aft adjustment positions relative
to the frame 38. The central guide structure 162 is also disposed
between the two crank members 94 and in alignment with the frame's
centerline.
[0062] The central guide structure 162 has an upper portion 164
with an aperture 166 therethrough that carries the crank support
shaft 108 that connects to the inverted L-shaped crank members 94.
Accordingly, the central guide structure 162 moves with the inboard
and outboard pedal assemblies 44 and 46 as a unit between the
forward and aft adjustment positions. The central guide structure
164 also has sets of upper and lower longitudinally aligned
apertures 168 and 170 (FIG. 21). The upper guide bar 160 is
slidably disposed in the set of upper apertures 168. A horizontal
drive shaft 172 is positioned below and vertically aligned with the
upper guide bar 160. The drive shaft 172 extends through the set of
lower apertures 170 in the central guide structure 162 and is
rotationally supported at its forward and aft ends by the frame
38..
[0063] In the illustrated embodiment, the drive shaft 172 is a
threaded drive shaft, and at least one of the lower apertures 170
of the central guide support 162 includes mating internal threads
that operatively engages threads on the drive shaft 172. A drive
motor 174 is connected to a forward end portion of the drive shaft
172 and is activatable to rotate the drive shaft 172 about its
longitudinal axis. When the drive motor 174 rotates the drive shaft
172, the threaded engagement between the drive shaft and the
central support structure 162 causes the central support structure
to move forward or aft along the drive shaft 172 and along the
upper guide bar 160. This translation of the central support
structure 162 simultaneously moves the pedal assemblies 44 and 46
in the forward or aft directions relative to the frame 38. The
threaded drive shaft 172 can be manually rotatable for manual
adjustment of the pedal positions relative to the frame 38.
Although the illustrated embodiment uses a drive motor and threaded
drive shaft to adjust the pedal assemblies, other embodiments can
use other drive mechanisms to translate the pedal assemblies
horizontally along its adjustment stroke.
[0064] The central guide structure 162 is also fixedly connected at
its lower portion 176 to a ball spline nut 178 carried by the
rudder control shaft 122. The ball spline nut 178 is also securely
connected to the crank fitting 128 (FIG. 21) of the pedal
interconnection assembly 120. In the illustrated embodiment, the
crank fitting 128 is a bell crank fitting fixed to the ball spline
nut 178 so as to move axially and rotationally as a unit with the
ball spline nut 178. The ball spline nut 178 is slidably disposed
on a ball spline shaft portion 180 of the rudder control shaft 122.
The ball spline nut 178 has a central aperture 182 with one or more
internal grooves that slideably mate with elongated splines 184 on
the outer diameter of the ball spline shaft portion 180.
Accordingly, this spline interface causes the ball spline nut 178,
the crank fitting 128 and the rudder control shaft 122 (via the
ball spline shaft portion 180) to rotate as a unit about the
shaft's longitudinal axis when one foot pedal 66 moves forwardly
and the other foot pedal 66 moves aft to adjust rudder position.
The ball spline nut 178 is also axially translatable along the ball
spline shaft portion 180 as the threaded drive shaft 172 rotates
and adjusts the forward/aft position of the pedal assemblies 44 and
46 along their horizontal adjustment stroke, without impacting the
operation of the rudder control assembly 62 or the brake control
assembly 60.
[0065] The pedal adjustment assembly 64 is also configured to
modify the angular orientation of each foot pedal 66 as the pedal
assemblies are translated in the forward or aft direction along the
adjustment stroke. As best seen in FIGS. 22-24, the upper linkage
members 88, discussed above in connection with the brake control
assembly 60, are coupled to the top of each pedal assembly 44 and
46 and is positioned adjacent to the frame's upper member 56. In
the illustrated embodiment, the upper linkage members 88 for each
of the inboard and outboard pedal assemblies 44 and 46 are
integrally connected to each other. In other embodiments, the upper
linkage members 88 for each of the pedal assemblies 44 and 46 may
be independent, non-integrally connected to each other. The aft end
of each linkage member 88 is pivotally attached to the crank
support shaft 108 adjacent to the crank members 94. The upper
linkage member 88 has a forward end portion 188 connected to a cam
follower 190 that is slidably disposed in a cam slot 192 formed in
the forward portion of the frame's upper member 56.
[0066] The cam slot 192 in the frame's upper member 56 is angled
downwardly from an upper forward end 194 to a lower aft end 196 of
the slot. The cam follower 190 travels along the cam slot 192 as
the pedal assemblies 44 and 46 are axially positioned at or between
their forward and aft positions. When the pedal assemblies 44 and
46 are in their forward-most position, the cam follower 190 is
positioned at the cam slot's upper forward end 194. As the pedal
assemblies 44 and 46 are adjusted in the aft direction, upon
rotation of the threaded drive shaft 172, the cam follower 190
follows the downward slope of the cam slot 192. When the pedal
assemblies 44 and 46 are in the aft-most position of the adjustment
stroke, the cam follower 190 is positioned at the lower aft end 196
of the cam slot 192.
[0067] As the pedal assemblies 44 and 46 are moved along the
adjustment stroke from the aft-most position forwardly toward the
forward-most position, each foot pedal 66 pivots away from the
horizontal plane and closer to the vertical plane, thereby changing
the angular orientation of the foot pedal for engagement by the
pilot's foot. In the illustrated embodiment, when the pedal
assemblies 44 and 46 are in their aft-most position and the cam
follower 190 is at the lower aft end 196 of the cam slot 192, the
pedal angle is at approximately 37.degree.-39.degree. incline
relative to the vertical plane. As the pedal assemblies 44 and 46
move forwardly along the adjustment stroke, the angular orientation
of the foot pedals 66 increases through a range of approximately
18.degree. until the pedal assemblies are oriented at approximately
21.degree. relative to the vertical plane when pedal assemblies are
in their forward most position with the cam follower 190 at the
upper forward end 194 of the cam slot 192.
[0068] The angular orientation of the foot pedals 66 is configured
to provide improved comfort and fit for the pilot while sitting in
the pilot seat in the cockpit of the aircraft. Other embodiments
may provide a different range of angular adjustment of the foot
pedals 66, or provide different angular orientations of the foot
pedals at either end of the adjustment stroke. For example, one or
more other embodiments may provide different angular orientations
of the pedal assemblies by providing the cam slot with a different
angle relative to the horizontal plane. A cam slot oriented at a
greater angle may provide an increased range of angular pedal
adjustment. A shallower angle may provide less angular change of
the foot pedals as they moved between the forward-most and aft-most
positions.
[0069] As seen in FIG. 24, the upper linkage member 88 cooperates
with the brake system's LVDT 84 and/or the brake system's stop rod
90, the brake lever 80, and the vertical leg 96 of the crank member
94 to provide a four-bar linkage arrangement for each pedal
assembly. This four-bar linkage arrangement provides a coherent,
rigged, "no-brake" position independent of the adjusted pedal
position and the rudder position. Accordingly, in the "no-brake"
position, the LVDT 84 opposes and is the same length as the crank
member's vertical leg 96, such that the four-bar linkage allows the
pedal assemblies 44 and 46 to move to any position along the
adjustment stroke without inadvertently applying or activating the
brakes. Operation and performance of the brake control assembly 60
and the rudder control assembly 62 remains independent of the pedal
assemblies' position along the adjustment stroke.
[0070] These three independent control systems within the one
modular brake and rudder control unit provides a compact, highly
versatile unit that can be easily and quickly secured to the top
surface of the flight deck without having to penetrate through the
flight deck for interconnection with other systems within the
aircraft. The electrical connectors at the forward end portion of
the modular unit allows for quick and easy interconnection or
disconnection with the aircraft's other brake, steering, and rudder
position systems via the fly-by-wire interface. The modular design
also allows for quick and easy installation, maintenance, and/or
replacement, such as during original manufacturer, retrofit, or
while the aircraft is in the field.
[0071] From the foregoing, it will be appreciated that specific
embodiments of the invention have been described herein for
purposes of illustration, but that various modifications may be
made without deviating from the invention. Additionally, aspects of
the invention described in the context of particular embodiments or
examples may be combined or eliminated in other embodiments.
Although advantages associated with certain embodiments of the
invention have been described in the context of those embodiments,
other embodiments may also exhibit such advantages. Additionally,
not all embodiments need necessarily exhibit such advantages to
fall within the scope of the invention. Accordingly, the invention
is not limited except as by the appended claims.
* * * * *