A teaching training device for simulating the flight attitude of an aircraft

Abstract

The application discloses a teaching training device for simulating flight attitude of an airplane, which comprises an airplane model, a fixed platform and a movable platform, and a turnover mechanism is connected to the bottom of the movable platform; the turnover mechanism comprises a rotating ring and a displacement part connected to the rotating ring, the displacement part is displaced along the circumference of the rotating ring, the displacement part is connected to the airplane model through a curved arm, and a supporting rod in the radial direction of the rotating ring is arranged in the rotating ring; a fixing seat is arranged on one end of the supporting rod, a driven wheel is arranged on the other end of the supporting rod, a rotating arm is connected to the movable platform on one side of the fixing seat, and a driving wheel is engaged with the driven wheel on the other side of the fixing seat; the teaching training device provided by the application realizes the simulation of airplane attitude deflection movement, rolling movement and pitching movement through the cooperation of the components of the turnover mechanism, the simulation of the attitude angles of the components does not interfere with each other, the flight training is closer to the real flight state, and the efficiency and quality of the flight training are effectively improved.

Description

Technical Field

[0001] This invention relates to the field of aircraft flight training technology. Specifically, it is a teaching and training device that simulates aircraft flight attitude. Background Technology

[0002] The spatial position, direction, trajectory, and speed of an aircraft during flight are all determined visually based on the natural horizon and landmarks. Even modern aircraft equipped with navigation equipment cannot function without visual flight observation. High-quality flight simulation training plays a crucial role in improving the overall teaching quality of flight technology majors.

[0003] Pilots' aircraft control mainly consists of four basic maneuvers: level flight, climb, descent, and turn. Many variations can be derived from these four basic maneuvers, such as turning from climb to level flight, turning from descent to level flight, and turning while in level flight. Only by firmly mastering these basic flight attitudes can pilots complete more complex maneuvers. In the basic aviation education stage, for safety and economic reasons, junior flight students usually use simulators for teaching and training. By simulating the aircraft's flight attitude, students can enhance their understanding and memory. Most current simulators change the aircraft's attitude by changing the rudder, ailerons, or elevator to change the aircraft's yaw, roll, and pitch movements. However, due to the interference of linkages and the influence of mechanism singularities, it is difficult to simulate large-angle rotation states, and the types of attitude changes are limited, making it impossible to demonstrate more complex motion characteristics. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention is to provide a teaching and training device for simulating aircraft flight attitude. Through the cooperation of various components of the flipping mechanism, the simulation of aircraft attitude yaw motion, roll motion and pitch motion is realized, and the simulation and adjustment of attitude angles between each other do not interfere with each other, so that flight training is closer to the real flight state and effectively improves the efficiency and quality of flight training.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0006] A teaching and training device for simulating aircraft flight attitude includes an aircraft model, a fixed platform and a moving platform correspondingly disposed above the fixed platform, wherein the moving platform is connected to the bottom of the fixed platform to a flipping mechanism for adjusting the flight attitude of the aircraft model.

[0007] The flipping mechanism includes a rotating ring and an offset member connected to the rotating ring. The offset member is displaced circumferentially along the rotating ring. The offset member is connected to the aircraft model via a curved arm. The rotating ring has a support rod located radially inside the rotating ring.

[0008] One end of the support rod is fitted with a fixed seat, and the other end of the support rod is fitted with a driven wheel. One side of the fixed seat is connected to the moving platform through a rotating arm, and the other side of the fixed seat is engaged with the driven wheel through a driving wheel.

[0009] Furthermore, the moving platform is connected to the fixed platform through an adjustment mechanism. The adjustment mechanism includes a four-sided frame and two mutually perpendicular guide rails arranged radially along the fixed platform. The bottom of the four-sided frame is connected to a slide block that slides along the guide rails through a rotating joint, and the top of the four-sided frame is connected to a biting seat that engages with the outer peripheral wall of the moving platform through a rotating joint.

[0010] Furthermore, the rotating ring is a ring frame structure with a cavity, and a through groove is provided on the rotating ring to provide a clearance channel for the rotating arm. Sliding grooves are provided on both sides of the rotating ring, which are recessed towards the inner side of the rotating ring and extend along the circumference of the rotating ring. The outer circumferential sidewall of the rotating ring is provided with a ring tooth groove protruding from the rotating ring.

[0011] Furthermore, the offset component is connected to the slide groove via a slider. The offset component includes a ten-shaped frame connected to the slider. One end of one branch of the ten-shaped frame is connected to a motor three via guide posts. The output end of the motor three is connected to a ring wheel that meshes with the ring tooth groove. One end of the other branch of the ten-shaped frame is connected to the slider, and the other end of the other branch of the ten-shaped frame is fitted and assembled with the center of the ring wheel.

[0012] The crank arm includes a vertical rod extending along the axial direction of the swivel and a horizontal rod extending radially along the swivel. The vertical rod and the horizontal rod are connected by a curved rod arc transition. One end of the vertical rod is fixedly connected to the side of the ten-type frame away from the motor three. The other end of the vertical rod extends along the axial direction of the swivel and is connected to the horizontal rod through a curved rod. The free end of the horizontal rod away from the curved rod is located on the central axis of the swivel.

[0013] Furthermore, the free end of the crossbar is connected to a limiting mechanism for the limited aircraft model, the aircraft model is located at the bottom end of the crossbar away from the rotating ring, and the top of the fuselage of the aircraft model is provided with a protrusion connected to the limiting mechanism.

[0014] The limiting mechanism includes a stop plate and a guide frame. A motor is connected to the free end of the crossbar near the top of the rotating ring. The output shaft of the motor passes through the guide frame and is connected to the center of the guide frame. The central axis of the guide frame coincides with the central axis of the rotating ring. A rotating cylinder extending along the central axis is connected to the bottom end of the guide frame facing the fixed platform. A sleeve fitted outside the rotating cylinder is connected to the end of the rotating cylinder away from the guide frame through a screw. The input end of the screw is connected to the inner wall of the sleeve, and the output end of the screw is threaded to the inner wall of the rotating cylinder.

[0015] The top of the abutment plate facing the inner wall of the convex cylinder is adapted to the curvature of the inner wall of the convex cylinder. The length direction of the abutment plate is parallel to the axis of the rotating cylinder. Both ends of the abutment plate facing the bottom of the sleeve are hinged to the outer wall of the sleeve through connecting rods. The end of the abutment plate near the guide frame is connected to a guide plate perpendicular to the abutment plate.

[0016] The guide frame has a number of branch rods equal to and corresponding in position to the abutment plate. The branch rods are radially distributed around the circumference of the guide frame. The length of each branch rod is greater than the radius of the protrusion. The branch rods are provided with clearance grooves for the guide plate to slide. The clearance grooves extend from the end of the branch rod towards the center of the guide frame.

[0017] Furthermore, the inner wall of the convex cylinder is provided with a first groove that is recessed into the convex cylinder and extends into the airplane model, and the top of the abutment plate is provided with a second groove that is recessed into the abutment plate. The first groove and the second groove are connected by a ball bearing.

[0018] Furthermore, one end of the support rod passing through the fixed seat is rotatably connected relative to the fixed seat, and the other end of the support rod passing through the driven wheel is fixedly connected relative to the driven wheel;

[0019] One end of the rotating arm is connected to a motor 1 via a bearing seat. The output end of the motor 1 is located on the radial extension line of the rotating ring of the vertical support rod. The motor 1 is fixed on the moving platform. The other end of the rotating arm is fixedly connected to a fixed seat. A motor 2 is fixedly connected to the side of the fixed seat away from the rotating arm. The output end of the motor 2 is connected to the drive wheel.

[0020] The technical solution of the present invention achieves the following beneficial technical effects:

[0021] 1. This invention provides a teaching and training device for simulating aircraft flight attitude. Through the coordination of various components of the flipping mechanism, it can simulate the simultaneous pitching and turning, diving and turning, as well as large-angle pitching attitude and large-attitude roll at multiple angles. It realizes the yaw motion, roll motion, and pitch motion of the aircraft attitude, and the simulation and adjustment of attitude angles do not interfere with each other. Thus, it simulates the real flight attitude changes of the aircraft, making flight training closer to the real flight state and effectively improving the efficiency and quality of flight training.

[0022] 2. The present invention provides a teaching and training device for simulating aircraft flight attitude. Through a limiting mechanism, it can simulate the accident attitude of an aircraft in abnormal flight mode. In a rotating state, the aircraft model can be quickly disconnected from the connection in a short time, simulating the attitude change after the aircraft spins and releases in a weightless environment, thus enriching the teaching content. Attached Figure Description

[0023] Figure 1 A schematic diagram of the structure of a teaching and training device for simulating aircraft flight attitude according to the present invention;

[0024] Figure 2 A schematic diagram of the flipping mechanism of a teaching and training device for simulating aircraft flight attitude;

[0025] Figure 3 A schematic diagram of a limiting mechanism for a teaching and training device that simulates aircraft flight attitude;

[0026] Figure 4 A schematic diagram of the backing plate of a teaching and training device for simulating aircraft flight attitude;

[0027] Figure 5 A schematic diagram of a convex cylinder for an invention of a teaching and training device that simulates the flight attitude of an aircraft.

[0028] The reference numerals in the figure are as follows: 100, Aircraft model; 101, Convex cylinder; 102, Groove 1; 1, Fixed platform; 2, Moving platform; 3, Crank arm; 301, Vertical rod; 302, Crank rod; 303, Horizontal rod; 4, Guide rail; 5, Four-sided frame; 6, Slide seat; 7, Rotary pair; 8, Biting seat; 9, Rotary ring; 91, Slide groove; 92, Ring tooth groove; 93, Through groove; 10, Support rod; 11, Fixed seat; 12, Rotary arm ; 13. Motor 1; 14. Driven wheel; 15. Drive wheel; 16. Motor 2; 17. Ten-shaped frame; 18. Guide post; 19. Motor 3; 20. Circulating wheel; 21. Slider; 22. Support plate; 221. Roller groove 2; 23. Connecting rod; 24. Sleeve; 25. Screw; 26. Rotary drum; 27. Guide frame; 271. Dividing rod; 272. Relief groove; 28. Motor 4; 29. ​​Rolling ball; 30. Guide plate. Detailed Implementation

[0029] The fixed connection described in this device refers to fixing by means of welding, threading, etc. Different fixing methods are used depending on the different usage environments. The rotating connection refers to fixing the bearing on the shaft by baking it and fixing the bearing axially with the elastic retaining ring to achieve rotation. The sliding connection refers to connecting by sliding the slider in the slide groove. The hinge connection refers to connecting by moving the pin and the short shaft. All required sealing points are sealed by sealing rings or O-rings.

[0030] This embodiment provides a teaching and training device that simulates aircraft flight attitude, such as... Figure 1As shown, the model includes an aircraft model 100, a fixed platform 1, and a moving platform 2 correspondingly positioned above the fixed platform 1. The moving platform 2 is connected to the fixed platform 1 via an adjustment mechanism. The adjustment mechanism includes a quadrilateral frame 5 and two mutually perpendicular guide rails 4 arranged radially along the fixed platform 1. The quadrilateral frame 5 adopts a parallelogram closed-loop chain, and the two rods of the quadrilateral frame 5 have stable relative degrees of freedom of movement. The bottom of the quadrilateral frame 5 is connected to a slide block 6 that slides along the guide rails 4 via a revolute joint 7. The top of the quadrilateral frame 5 is connected to a bite block 8 that engages with the outer peripheral wall of the moving platform 2 via a revolute joint 7. By adjusting the position of the quadrilateral frame 5 on the guide rails 4, a larger working space is provided for aircraft attitude adjustment, meeting the needs of aircraft simulation, increasing the movement angle of the aircraft model, and enabling it to have a large turning angle capability.

[0031] Combination Figure 2 The moving platform 2 is connected to the bottom of the fixed platform 1 by a flipping mechanism for adjusting the flight attitude of the aircraft model 100. The flipping mechanism includes a rotating ring 9 and an offset component connected to the rotating ring 9. The offset component moves circumferentially along the rotating ring 9. The offset component is connected to the aircraft model 100 through a crank arm 3. The rotating ring 9 can adjust the rotation angle of the aircraft model's roll and the pitch angle of its full rotation. The offset component can adjust the angle at which the aircraft model deviates from its flight path, thus simulating most flight attitudes. It can also simulate attitudes where climb and turn occur simultaneously, meeting the requirements of flight simulation.

[0032] Specifically, the rotating ring 9 is a ring-shaped frame structure with a cavity. A through slot 93 is provided on the rotating ring 9 to allow space for the rotating arm 12. The rotating arm 12 provides a movable distance between the rotating ring 9 and the output shaft of the motor-13, preventing the outer wall of the rotating ring 9 from interfering with the motor-13 when it rotates left and right. The through slot 93 prevents the rotating ring 9 from crossing the rotating arm 12 when it pitches, while not affecting the forward and backward pitching and left and right flipping movements of the rotating ring 9. The rotating ring 9 has openings on both sides. A groove 91 is formed by a recessed inner side and extends circumferentially along the rotating ring 9. The outer circumferential sidewall of the rotating ring 9 is provided with a ring tooth groove 92 protruding from the rotating ring 9. A support rod 10 located radially inside the rotating ring 9 is provided. A fixed seat 11 is sleeved on one end of the support rod 10, and a driven wheel 14 is sleeved on the other end of the support rod 10. One side of the fixed seat 11 is connected to the moving platform 2 through a rotating arm 12, and the other side of the fixed seat 11 is engaged with the driven wheel 14 through a driving wheel 15.

[0033] One end of the support rod 10 passes through the fixed base 11 and is rotatably connected to the fixed base 11. The other end of the support rod 10 passes through the driven wheel 14 and is fixedly connected to the driven wheel 14. One end of the rotating arm 12 is connected to a motor 13 via a bearing. The output end of the motor 13 is located on the radial extension line of the rotating ring 9 perpendicular to the support rod 10. The motor 13 is fixed on the moving platform 2. The other end of the rotating arm 12 is fixedly connected to the fixed base 11. A second motor 16 is fixedly connected to the side of the fixed base 11 away from the rotating arm 12. The output end of the second motor 16 is connected to the driving wheel 15.

[0034] The offset component is connected to the slide groove 91 via the slider 21. The offset component includes a ten-shaped frame 17 connected to the slider 21. One end of one branch of the ten-shaped frame 17 is connected to a motor 19 via a guide post 18. The output end of the motor 19 is connected to a ring wheel 20 that meshes with the ring tooth groove 92. One end of the other branch of the ten-shaped frame 17 is connected to the slider 21, and the other end of the other branch of the ten-shaped frame 17 is fitted and adapted to the center of the ring wheel 20.

[0035] The curved arm 3 includes a vertical rod 301 extending axially along the rotating ring 9 and a horizontal rod 303 extending radially along the rotating ring 9. The vertical rod 301 and the horizontal rod 303 are connected by a curved rod 302 with an arc transition. One end of the vertical rod 301 is fixedly connected to the side of the ten-shaped frame 17 away from the motor 19. The other end of the vertical rod 301 extends axially along the rotating ring 9 and is connected to the horizontal rod 303 through the curved rod 302. The free end of the horizontal rod 303 away from the curved rod 302 is located on the central axis of the rotating ring 9. The free end of the horizontal rod 303 is connected to a limiting mechanism for the limited aircraft model 100. The three-section structure of the curved arm 3 ensures that the aircraft model 100 is always on the central axis of the rotating ring 9 when displaying its posture, thus unifying its central reference point.

[0036] Taking the longitudinal axis from the tail to the nose of the aircraft model as the X direction, the transverse axis of the aircraft model is the Y direction, and the rotation of the aircraft around the X direction is roll motion. The vertical axis perpendicular to the aircraft fuselage is the Z direction, and the movement of the aircraft around the Z direction is yaw motion. The direction of the transverse axis Y is determined according to the right-hand rule, and the rotation of the aircraft around the transverse axis is pitch motion. When the aircraft pitches up, the pitch angle is positive. When motor 13 drives the rotating arm 12 to rotate, the rotating arm 12 drives the rotating ring 9 and the offset component to generate roll motion around the output axis of motor 13. The roll angle can be determined by the load of the rotating ring 9 and the output angle of motor 13. Those skilled in the art can control the speed and direction of motor 13 and the load of rotating ring 9 according to the aircraft attitude adjustment requirements to achieve the adjustment of the roll angle of the aircraft model 100 in the X direction. When motor 2 16 starts, it drives the driving wheel 15 to rotate, which drives the driven wheel 14 meshing with it to drive the rotating ring 9 to rotate around the outer circumference of the driving wheel 15 through the support rod 10. The rotation amplitude and direction of the rotating ring 9 can be determined by the main motor 13. The number and angle of the meshing grooves of the driving wheel 15 and the driven wheel 14 are adjusted to adjust the pitch angle of the aircraft model 100 in the Y direction, thereby achieving a full rotation of the aircraft model 100. When the motor 3 19 starts and drives the surrounding wheel 20 to generate a meshing rotation around the ring tooth groove 92, the aircraft model 100 in the Z direction adjusts its yaw angle according to the change of the position of the crank arm 3 on the wheel. The yaw direction and yaw angle can be achieved by controlling the speed and direction of the motor 3 19, as well as the number of teeth and meshing angle of the surrounding wheel 20 and the ring tooth groove 92. This is existing technology and will not be elaborated here. Through the cooperation of various components, the simultaneous pitching and turning, diving and turning, as well as large-angle pitching attitude and large-attitude roll at various angles can be simulated, realizing the yaw motion, roll motion, and pitch motion of the training platform. Moreover, the simulation and adjustment of the attitude angles between each other do not interfere with each other, thereby simulating the real flight attitude changes of the aircraft, making flight training closer to the real flight state, and effectively improving the efficiency and quality of flight training.

[0037] Simultaneously, it can be combined with virtual interactive systems and recorders to record real-time flight conditions, increasing the immersive experience of the scene and obtaining real flight data for various aircraft models. This allows different aircraft models to have corresponding flight data, which not only reduces the gap between real flight and flight training and improves the quality of flight training, but also makes flight training more comprehensive and versatile, effectively improving the efficiency of flight training and reducing the cost of flight training.

[0038] Combination Figure 3-5The free end of the crossbar 303 is connected to the limiting mechanism of the limiting aircraft model 100. The nose of the aircraft model 100 is parallel to the extension line of the crossbar 303, so that the aircraft model 100 is suspended in the air and parallel to the crossbar 303, providing a reference position for students during the learning process and accelerating their understanding. The aircraft model 100 is located at the bottom end of the crossbar 303 away from the rotating ring 9. The top of the fuselage of the aircraft model 100 is provided with a protrusion 101 connected to the limiting mechanism.

[0039] The limiting mechanism includes a stop plate 22 and a guide frame 27. A motor 28 is connected to the free end of the crossbar 303 near the top of the rotating ring 9. The output shaft of the motor 28 passes through the guide frame 27 and is connected to the center of the guide frame 27. The central axis of the guide frame 27 coincides with the central axis of the rotating ring 9. A rotating cylinder 26 extending along the central axis is connected to the bottom end of the guide frame 27 facing the fixed platform 1. A sleeve 24 sleeved outside the rotating cylinder 26 is connected to the end of the rotating cylinder 26 away from the guide frame 27 via a screw 25. The input end of the screw 25 is connected to the inner wall of the sleeve 24, and the output end of the screw 25 is threadedly connected to the inner wall of the rotating cylinder 26. The top end of the stop plate 22 facing the inner wall of the convex cylinder 101 is connected to the inner wall of the convex cylinder 101. The sidewall curvature is adapted, and the length direction of the abutment plate 22 is parallel to the axis of the rotating cylinder 26. Both ends of the abutment plate 22 facing the bottom of the sleeve 24 are hinged to the outer side wall of the sleeve 24 through the connecting rod 23. The end of the abutment plate 22 near the guide frame 27 is connected to a guide plate 30 perpendicular to the abutment plate 22. The guide frame 27 has a number of branch rods 271 that are equal to the number of abutment plates 22 and corresponding in position. The branch rods 271 are radially distributed around the guide frame 27. The length of the branch rods 271 is greater than the radius of the convex cylinder 101, so that the guide frame abuts against the outer wall of the convex cylinder. The branch rods 271 are provided with relief grooves 272 for the guide plate 30 to slide. The relief grooves 272 extend from the end of the branch rods 271 toward the center of the guide frame 27.

[0040] The bearing at the end of the motor-driven sleeve 24 drives the screw 25 to move inward toward the inside of the rotating cylinder 26, reducing the relative distance between the sleeve 24 and the rotating cylinder 26. Under the limiting action of the dividing rod 271, the guide plate 30 at the end of the abutment plate 22 moves along the relief groove 272 toward the end of the dividing rod 271, causing the abutment plate 22 to gradually move away from the sleeve 24 and toward the inner wall of the convex cylinder 101 until the outer surface of the abutment plate 22 abuts against the inner wall of the convex cylinder 101. The friction between the abutment plate 22 and the inner wall of the convex cylinder 101 increases, making the limiting mechanism and the convex cylinder 101 form a solid integral structure, firmly connecting the aircraft model 100 to the crank arm 3 through the limiting mechanism, so that the aircraft can simulate different flight attitudes as the flipping mechanism is adjusted. The assembly and disassembly of the limiting mechanism and the convex cylinder 101 are convenient, which can reduce the difficulty of operation and save time in the classroom.

[0041] After the limiting mechanism is fixedly installed with the protrusion 101, the motor 28 can drive the guide frame 27 to rotate, so that the protrusion 101, which is firmly connected to the limiting mechanism, drives the overall rotation of the aircraft model 100. In addition to the normal flight attitude, when it is necessary to show the students the accident attitude of the aircraft in abnormal flight mode, the reverse rotation of the screw drive motor can cause the abutment 22 to retract towards the center during the rotation of the aircraft model 100, so that the abutment force between the abutment 22 and the protrusion 101 disappears. In the rotation state, the aircraft model 100 is quickly disconnected in a short time, simulating its attitude change after spin release in a weightless environment. Specifically, the aircraft model 100 is rotated to a specified speed. When the speed is stable, the control system sends a reverse rotation signal to the release screw 25 at 0s, and the aircraft model 100 falls freely in a spin weightless environment. Flexible pads are installed on the upper surface of the fixed platform 1 to prevent the aircraft model 100 from being damaged after falling.

[0042] The inner wall of the convex cylinder 101 has a first groove 102 that is recessed into the convex cylinder 101 and extends into the aircraft model 100. The top of the abutment plate 22 has a second groove 221 that is recessed into the abutment plate 22. The first groove 102 and the second groove 221 are connected by a ball bearing 29. The convex cylinder 101 and the abutment plate 22 form a universal ball structure through the first groove 102, the second groove 221 and the ball bearing 29. By adjusting the abutment plate 22 and the inner wall of the convex cylinder 101... The spacing allows for adjustable space for the ball bearing 29 to move within the groove. When the aircraft is not overloaded, the abutment plate 22 and the protrusion cylinder 101 are in the minimum space, at which point the ball bearing 29 cannot move within the groove, and the aircraft model 100 is in a positive suspension state. When the aircraft is overloaded, the spacing between the abutment plate 22 and the protrusion cylinder 101 can be appropriately increased to provide space for the ball bearing 29 to move. Based on the omnidirectional ball structure and load position, the aircraft model 100 can present a natural tilt state to simulate the attitude of the aircraft under overload conditions as much as possible.

[0043] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of the claims of this patent application.

Claims

1. A teaching and training device simulating aircraft flight attitude, comprising an aircraft model (100), characterized in that, It includes a fixed platform (1) and a moving platform (2) correspondingly located above the fixed platform (1). The bottom of the moving platform (2) facing the fixed platform (1) is connected to a flipping mechanism for adjusting the flight attitude of the aircraft model (100). The flipping mechanism includes a rotating ring (9) and an offset member connected to the rotating ring (9). The offset member is displaced circumferentially along the rotating ring (9). The offset member is connected to the aircraft model (100) via a crank arm (3). The rotating ring (9) has a support rod (10) located in the radial direction of the rotating ring (9). One end of the support rod (10) is fitted with a fixed seat (11), and the other end of the support rod (10) is fitted with a driven wheel (14). One side of the fixed seat (11) is connected to the moving platform (2) through a rotating arm (12), and the other side of the fixed seat (11) is engaged with the driven wheel (14) through a driving wheel (15). The rotating ring (9) is a ring frame structure with a cavity. The rotating ring (9) has a through groove (93) that provides a clearance channel for the rotating arm (12). The two sides of the rotating ring (9) have a sliding groove (91) that is recessed towards the inside of the rotating ring and extends circumferentially along the rotating ring (9). The outer peripheral sidewall of the rotating ring (9) has a ring tooth groove (92) that protrudes from the rotating ring (9). The offset component is connected to the slide groove (91) via the slider (21). The offset component includes a ten-shaped frame (17) connected to the slider (21). One end of one branch of the ten-shaped frame (17) is connected to a motor three (19) via a guide post (18). The output end of the motor three (19) is connected to a ring wheel (20) that meshes with the ring tooth groove (92). One end of the other branch of the ten-shaped frame (17) is connected to the slider (21), and the other end of the other branch of the ten-shaped frame (17) is fitted and assembled with the center of the ring wheel (20). The crank arm (3) includes a vertical rod (301) extending axially along the swivel (9) and a horizontal rod (303) extending radially along the swivel (9). The vertical rod (301) and the horizontal rod (303) are connected by a curved rod (302) with an arc transition. One end of the vertical rod (301) is fixedly connected to the side of the ten-type frame (17) away from the motor three (19). The other end of the vertical rod (301) extends axially along the swivel (9) and is connected to the horizontal rod (303) through the curved rod (302). The free end of the horizontal rod (303) away from the curved rod (302) is located on the central axis of the swivel (9). The free end of the crossbar (303) is connected to the limiting mechanism of the limiting aircraft model (100). The aircraft model (100) is located at the bottom end of the crossbar (303) away from the rotating ring (9). The top of the fuselage of the aircraft model (100) is provided with a protrusion (101) connected to the limiting mechanism. The limiting mechanism includes a stop plate (22) and a guide frame (27). The free end of the crossbar (303) is connected to the top of the rotating ring (9) with a motor (28). The output shaft of the motor (28) passes through the guide frame (27) and is connected to the center of the guide frame (27). The central axis of the guide frame (27) coincides with the central axis of the rotating ring (9). The bottom end of the guide frame (27) facing the fixed platform (1) is connected to a rotating cylinder (26) extending along the central axis. The end of the rotating cylinder (26) away from the guide frame (27) is connected to a sleeve (24) sleeved outside the rotating cylinder (26) through a screw (25). The input end of the screw (25) is connected to the inner wall of the sleeve (24), and the output end of the screw (25) is threaded to the inner wall of the rotating cylinder (26). The top of the abutment plate (22) facing the inner wall of the convex cylinder (101) is adapted to the curvature of the inner wall of the convex cylinder (101). The length direction of the abutment plate (22) is parallel to the axis of the rotating cylinder (26). Both ends of the abutment plate (22) facing the bottom of the sleeve (24) are hinged to the outer wall of the sleeve (24) through the connecting rod (23). The end of the abutment plate (22) near the guide frame (27) is connected to a guide plate (30) perpendicular to the abutment plate (22). The guide frame (27) has a number of branch rods (271) equal to and corresponding in position to the abutment plate (22). The branch rods (271) are radially distributed around the guide frame (27). The length of the branch rods (271) is greater than the radius of the protrusion (101). The branch rods (271) are provided with relief grooves (272) for the guide plate (30) to slide. The relief grooves (272) extend from the end of the branch rods (271) toward the center of the guide frame (27). The inner wall of the convex cylinder (101) is provided with a first groove (102) that is recessed into the convex cylinder (101) and extends into the airplane model (100). The abutment plate (22) is provided with a second groove (221) that is recessed into the abutment plate (22) facing the top of the convex cylinder (101). The first groove (102) and the second groove (221) are connected by a ball (29).

2. The teaching and training device for simulating aircraft flight attitude according to claim 1, characterized in that, The moving platform (2) is connected to the fixed platform (1) through an adjustment mechanism. The adjustment mechanism includes a four-sided frame (5) and two mutually perpendicular guide rails (4) arranged radially along the fixed platform (1). The bottom of the four-sided frame (5) is connected to a slide (6) that slides along the guide rail (4) through a rotating joint (7). The top of the four-sided frame (5) is connected to a bite seat (8) that bites the outer peripheral wall of the moving platform (2) through a rotating joint (7).

3. The teaching and training device according to claim 1, characterized in that, The support rod (10) is rotatably connected to the fixed seat (11) at one end, and is fixedly connected to the driven wheel (14) at the other end, which passes through the driven wheel (14). One end of the rotating arm (12) is connected to a motor (13) via a bearing seat. The output end of the motor (13) is located on the radial extension line of the rotating ring (9) of the vertical support rod (10). The motor (13) is fixed on the moving platform (2). The other end of the rotating arm (12) is fixedly connected to a fixed seat (11). A motor (2) (16) is fixedly connected to the side of the fixed seat (11) away from the rotating arm (12). The output end of the motor (2) (16) is connected to the drive wheel (15).

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