R Transducer Unit Internal Wiring Figure 014
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The mechanical design is such that a single mechanical failure is not able to cause simultaneous loss of the two potentiometer drives or to disconnect input lever and to forbid in the same time the brake to freeze the position.
NOTE : - The COM unit of each SEC computer is connected to one
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potentiometer of one set, the MON unit being connected to a
potentiometer of the other set.
-Electrical characteristics of the potentiometers are the same as for potentiometers fitted in the side stick control unit.
-Potentiometers are rigged to mid stroke position for selector lever in zero position.
C. Transducer Unit (Ref. Fig. 015, 016) Two types of transducer unit are used:
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The first type is fitted with 2 RVDTs energized by 26V 400Hz.
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The second type is fitted with 2 RVDTs energized by 7V 1953Hz.
Two transducer units of the first type are used:
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One for feedback information for yaw damper actuator position
monitoring.
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One for rudder position detection for surface position indication on
ECAM CRT (in this case only one of the two transducers is used).
Four transducer units of the second type are used .
Two for rudder pedal position,and two for elevator position for
indication, to deliver this information to ELACs.
-Each unit includes:
One input lever with stops to limit the stroke.
Two THOMSON RVDT transducers.
-A rigging pin to immobilize the lever in the zero position : it is associated to a spring box to disengage it when it is no longer pushed. Two connecting plugs each one dedicated to one transducer. Each transducer is driven by the input lever through a homocinetic joint with a gear ratio of 1.
D. Accelerometer (Ref. Fig. 017) Vertical acceleration values are needed for pitch control laws computation and also for load alleviation function. Four specific accelerometers are fitted in the fuselage for this purpose.
-The accelerometer is servo-accelerometer type.
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Each of them receives + 28VDC and delivers on four separate outputs an analog signal representative of the vertical acceleration referenced to the aircraft body.
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Each output is connected to a COM or MON unit of an ELAC or SEC.
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Rudder Mechanical Control R Figure 015
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R Transducer Unit Figure 016
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Accelerometer Figure 017
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E. Hydraulic Pressure Switches (10CE1, 10CE2, 10CE3) (Ref. Fig. 018) The three identical hydraulic pressure switches feed the ELAC 1, 2 and SEC 1, 2 3 with information about the pressurized or non-pressurized status of the Green, Blue and Yellow hydraulic systems. The pressure switch is cylindrical with a hydraulic connection at one end and an electrical connector receptable at the other end. The switch assembly is made of two main sections, the hydraulic part and the electrical part. The hydraulic part contains a hydraulically-operated piston which moves a diaphragm. The diaphragm forms the seal between the hydraulic and electrical parts of the switch. The movement of the diaphragm is transferred to a piston which moves a pressure plate. The pressure plate touches a disk spring which is connected to the switch actuator. The switch actuator touches the switching element. The switching element itself is a sub-miniature microswitch. The switch assembly is made so that a click of the disk spring operates the switching element. Thus, the switch always operates at the same pressure and there is no variation because of contact wear or vibration. The nominal pressure detected is 100 +5 -5 bar (1450.3770 +72.5188 -72.5188 psi).
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R Hydraulic Pressure Switch Figure 018
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F. Throttle Control Unit (Ref. Fig. 019, 020, 021) One throttle control unit is associated to each throttle control lever. These components send electrical signals function of the throttle input lever position to the FADECs for engine control and also to the SECs they give for GND SPLR function:
-idle position when autothrust system is not engaged.
-reverse selection.
The throttle control unit includes:
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