Elevator upstop and flight device
By adjusting the limiting components of the elevator deflector, the problem of insufficient elevator deflection range under different power levels in propeller aircraft is solved according to changes in engine power. This achieves the effect of preventing stall under high power and fully utilizing flight performance under low power.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CETC WUHU GENERAL AVIATION INDUSTRY TECHNOLOGY RESEARCH INSTITUTE CO LTD
- Filing Date
- 2023-12-22
- Publication Date
- 2026-05-19
AI Technical Summary
In the existing technology, propeller aircraft are prone to stall when the engine is operating at high power, while the elevator has insufficient deflection range when the power is low, resulting in poor maneuverability.
An elevator deflection stop is provided, which slides in a groove by means of a limiting member. The limiting width is adjusted according to the engine operating power to limit the maximum deflection angle of the elevator, so as to prevent stall at high power and increase the deflection range at low power.
When the engine is operating at high power, the maximum upward deflection angle of the elevator is reduced to avoid stall; when the power is low, the deflection angle of the elevator is increased to improve the controllability and safety of the flight system.
Smart Images
Figure CN117698991B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aviation technology, and in particular to an elevator deflection stop and flight device. Background Technology
[0002] The elevator is located on the horizontal tail of the aircraft and is used to control the aircraft's pitch. When the elevator is deflected upward, it experiences a downward aerodynamic force, causing the aircraft to generate a pitching moment and climb; conversely, when the elevator is deflected downward, it experiences an upward aerodynamic force, causing the aircraft to generate a nose-down moment and descend.
[0003] During an aircraft's climb, an excessive angle of attack can cause airflow separation between the upper and lower surfaces of the tail, leading to a stall and loss of control. To limit the maximum angle of attack and prevent stalls, current methods primarily include stall warning systems, weight center of gravity limiting, and elevator deflection limiting. Elevator deflection limiting involves installing stoppers on both the upper and lower sides of the elevator arm. When the elevator deflects, these stoppers restrict the range of motion of the elevator arm, limiting the maximum deflection angle and preventing excessive angles of attack.
[0004] For propeller-driven aircraft, when the engine operates at high power, the slipstream generated by the propeller affects the aircraft's handling characteristics, reducing the maximum angle of attack and making it more prone to stall. Therefore, the position of the stop valve on a propeller-driven aircraft is set based on the maximum angle of attack under the influence of the slipstream, limiting the angle that the elevator can deflect to a small range, so as to ensure that the aircraft is not prone to stall under the influence of the slipstream.
[0005] However, this also results in a smaller deflection range of the elevator when the engine is operating at low power or when there is no slipstream, such as when there is no propeller-driven flight. As a result, the aircraft cannot fully utilize its flight performance and has poor maneuverability. Summary of the Invention
[0006] This application provides an elevator deflection stop and a flight device that can change the limiting position of the elevator when it deflects upward based on the operating power of the engine in the flight device. This allows the maximum upward deflection angle of the elevator to be reduced when the engine operating power is high, ensuring that the flight device is less prone to stall under the influence of slip current. Conversely, when the engine operating power is low, the maximum upward deflection angle of the elevator can be increased, enabling the flight device to fully utilize its flight performance without slip current influence and improving the controllability of the flight device.
[0007] On one hand, this application provides an elevator deflection stop, comprising:
[0008] Mounting base;
[0009] A connector is disposed on the mounting base and is slidable along a first direction, and is provided with a groove extending along the first direction;
[0010] The limiting member includes a first limiting part and a second limiting part. The width of the first limiting part along the first direction is a first width, and the width of the second limiting part along the first direction is a second width. Both the first width and the second width are less than the opening length of the slide groove, and the second width is greater than the first width.
[0011] The limiting member is movably connected to the mounting base and can be in a first position where the first limiting part passes through the slide groove, and the second limiting part passes through the slide groove in a second position.
[0012] In some embodiments, the limiting member can slide relative to the mounting base along a second direction, the second direction being non-parallel to the first direction, and the first limiting portion and the second limiting portion being arranged sequentially along the second direction.
[0013] In some embodiments, a driving member is also included, disposed on the mounting base and connected to the limiting member, for driving the limiting member to switch between the first position and the second position.
[0014] In some embodiments, the drive includes:
[0015] A fixing rod is provided on the mounting base;
[0016] A telescopic rod is sleeved and connected to the fixed rod;
[0017] The limiting member is connected to the telescopic rod.
[0018] In some embodiments, the drive element further includes a linear motor configured to control the telescopic rod to slide relative to the fixed rod.
[0019] In some implementations, it also includes:
[0020] A first limit switch is disposed on the mounting base and configured to be triggered when the limit member moves to the first position;
[0021] A second limit switch is disposed on the mounting base and configured to be triggered when the limit member moves to the second position;
[0022] A trigger element, disposed on the telescopic rod, is used to trigger the first limit switch and the second limit switch;
[0023] Both the first limit switch and the second limit switch are communicatively connected to the linear motor, and the linear motor is configured to stop operating when either the first limit switch or the second limit switch is triggered.
[0024] In some embodiments, the mounting base is provided with fasteners, and the number of fasteners is two and they are spaced apart;
[0025] The connector is slidably disposed between the two fixing members.
[0026] In some embodiments, the mounting base is provided with a guide member, and the guide member is provided with a guide hole;
[0027] The limiting member is slidably inserted into the guide hole.
[0028] On the other hand, this application provides a flight device, comprising:
[0029] The fuselage is equipped with an engine and a control stick;
[0030] Tail fin, mounted on the fuselage;
[0031] An elevator is rotatably connected to the tail fin and to the control stick;
[0032] A controller, located in the machine body, is configured to control the operating power of the engine;
[0033] The elevator deflection stop described in any of the above embodiments; wherein the connecting member is connected to the control stick; the limiting member is configured to be in the first position when the operating power is within a preset threshold, and in the second position when the operating power exceeds the preset threshold.
[0034] In some embodiments, an elevator deflection stop is also included, disposed on the tail fin;
[0035] The elevator is equipped with a rocker arm, and the elevator deflector brake is located on one side of the rocker arm to limit the angle of rotation of the rocker arm.
[0036] The elevator deflection stop provided in this application connects the connector to the control stick in the flight device during use. When the pilot controls the elevator deflection through the control stick, the connector slides along the first direction with the movement of the control stick. The limiting member passes through the groove to limit the sliding distance of the connector.
[0037] When the engine power of the flight device is low, the limiting member is in the first position, with the first limiting part passing through the slide groove. The first limiting part has a small first width, allowing the connecting part to slide a large distance, thus enabling the elevator to deflect upwards at a larger angle, fully utilizing the flight performance of the flight device. When the engine power of the flight device is high, causing the propeller to stall at the maximum angle of attack and resulting in slipstream effects, the limiting member is in the second position, with the second limiting member passing through the slide groove. The second limiting member has a larger second width, reducing the sliding distance of the connecting part, thus making the maximum upward deflection angle of the elevator smaller, preventing stall when the engine power is high, and improving the safety of the flight device. Attached Figure Description
[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.
[0039] Figure 1 This is a schematic diagram of the elevator upper deflection stop in the embodiments of this application;
[0040] Figure 2 This is a partial cross-sectional view of the elevator deflection stop in an embodiment of this application;
[0041] Figure 3 This is a partial cross-sectional view of the elevator upper deflection stop in an embodiment of this application from another perspective;
[0042] Figure 4 This is a partial cross-sectional view of the flight device in an embodiment of this application.
[0043] Explanation of reference numerals in the attached figures:
[0044] 100: Elevator deflection stop;
[0045] 110: Mounting base; 111: Base plate; 112: Side plate; 113: Connecting plate;
[0046] 120: Connector; 121: Slide groove; 121a: Limiting end; 121b: Free end;
[0047] 130: Limiting component; 131: First limiting part; 132: Second limiting part;
[0048] 140: Driving component; 141: Fixed rod; 142: Telescopic rod; 143: Linear motor;
[0049] 150: First limit switch;
[0050] 160: Second limit switch;
[0051] 170: Trigger;
[0052] 180: Fastener;
[0053] 190: Guide component; 191: Guide hole;
[0054] 200: Tail wing;
[0055] 300: Elevator; 310: Articulated shaft; 320: Rocker arm;
[0056] 400: Control stick;
[0057] 500: Elevator deflection stop.
[0058] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation
[0059] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0060] Figure 1 This is a schematic diagram of the elevator upper deflection stop in the embodiments of this application; Figure 2 This is a partial cross-sectional view of the elevator deflection stop in an embodiment of this application.
[0061] This application provides an elevator upper deflection stop, such as Figure 1 and Figure 2 As shown, the elevator deflection stop 100 includes: a mounting base 110, a connector 120, and a limiting member 130.
[0062] The connector 120 is disposed on the mounting base 110 and is slidable along a first direction, and has a groove 121 extending along the first direction. The limiting member 130 includes a first limiting part 131 and a second limiting part 132. The width of the first limiting part 131 along the first direction is a first width, and the width of the second limiting part 132 along the first direction is a second width. Both the first width and the second width are less than the opening length of the groove 121, and the second width is greater than the first width. The limiting member 130 is movably connected to the mounting base 110 and can be in a first position where the first limiting part 131 passes through the groove 121, and a second position where the second limiting part 132 passes through the groove 121.
[0063] The mounting base 110 can be a metal or plastic component. During use, the mounting base 110 is fixed within the flight device, and its specific structure can be adapted based on the installation location and method. Optionally, the mounting base 110 includes a base plate 111, a side plate 112, and a connecting plate 113. The base plate 111 is horizontally positioned, the side plate 112 is vertically positioned, the bottom end of the side plate 112 is connected to the base plate 111, and the connecting plate 113 is obliquely connected to the top end of the side plate 112. The connecting plate 113 is used for connection to the flight device, and a connecting member 120 and a limiting member 130 can be disposed between the base plate 111 and the side plate 112.
[0064] The first direction can be perpendicular to the side plate 112, meaning the connector 120 can slide perpendicular to the side plate 112. The connector 120 can be a rod-shaped structure extending in the first direction. Optionally, the connector 120 is a rod with a rectangular cross-section, and the groove 121 is provided along the first direction on the connector 120, its cross-section also being rectangular. When the first direction is perpendicular to the side plate 112, the connector 120 can be disposed on the base plate 111, and a through hole with the same cross-sectional shape as the connector 120 can be provided on the side plate 112, allowing the connector 120 to slidably pass through the through hole.
[0065] The connection method between the connector 120 and the base plate 111 can be adapted to the structure of the connector 120. In some embodiments, when the connector 120 is a rod with a rectangular cross-sectional shape, the mounting base 110 may be provided with two fixing members 180, which are spaced apart. The connector 120 is slidably disposed between the two fixing members 180 to limit the sliding direction of the connector 120. Optionally, the fixing member 180 is a fixing block fixed to the base plate 111.
[0066] The limiting member 130 is movable relative to the mounting base 110 to switch between a first position and a second position, so that the first limiting part 131 or the second limiting part 132 passes through the slide groove 121 to limit the sliding distance of the connecting member 120. In some embodiments, the limiting member 130 is slidable relative to the mounting base 110 along a second direction, which is not parallel to the first direction, and the first limiting part 131 and the second limiting part 132 are arranged sequentially along the second direction.
[0067] Optionally, the second direction may be perpendicular to the first direction. For example, the second direction may be the extension direction of the side plate 112. When the limiting member 130 moves from the first position to the second position, the first limiting part 131 moves out of the slide groove 121, and the second limiting part 132 slides into the slide groove 121 along the second direction; conversely, when the limiting member 130 moves from the second position to the first position, the limiting member 130 slides in the opposite direction, the second limiting part 132 moves out of the slide groove 121, and the first limiting part 131 slides into the slide groove 121 along the second direction.
[0068] In some embodiments, the mounting base 110 may also be provided with a guide member 190, which has a guide hole 191. The limiting member 130 is slidably disposed within the guide hole 191 to guide the sliding of the limiting member 130. Optionally, the shape of the guide hole 191 may be the same as the cross-sectional shape of the first limiting part 131, which is disposed within the guide hole 191.
[0069] Among them, such as Figure 2 As shown, the first width L1 of the first limiting part 131 in the first direction, the second width L2 of the second limiting part 132 in the first direction, and the length L0 of the slide groove 121 should satisfy:
[0070] L1 <L2<L0。
[0071] In use, the elevator deflector 100 is installed in the flight system, which includes a fuselage, wings, engine, tail, and elevator. The wings and tail are connected to the fuselage, the engine is mounted on the wing and has a propeller, and the elevator is rotatably connected to the tail. The fuselage has a cockpit with a control stick connected to it, allowing control of the elevator's vertical deflection. The mounting base 110 is fixed to the fuselage, and the connector 120 is connected to the control stick. When the elevator is deflected by the control stick, the control stick causes the connector 120 to slide in a first direction.
[0072] One end of the slide 121 is a limiting end 121a. When the control stick controls the elevator to deflect upward, the limiting end 121a of the slide 121 moves towards the limiting member 130. When the limiting end 121a contacts the limiting member 130, the connecting member 120 can no longer slide, so the control stick can no longer control the elevator to deflect upward, thereby limiting the maximum angle of the elevator to deflect upward.
[0073] During flight, the engine drives the propeller to rotate. When the engine's operating power is high, the propeller will have a slipstream effect on the maximum angle of attack at which the aircraft stalls, resulting in a lower angle of attack at which the aircraft stalls, making it more prone to stall problems.
[0074] Therefore, when the engine's operating power is low, the limiting member 130 is in the first position. At this time, the first limiting part 131 passes through the slide groove 121. The first width of the first limiting part 131 is small, and the distance between the limiting end 121a and the first limiting part 131 is large, which allows the elevator 300 to deflect upward at a larger maximum angle, so as to fully utilize the flight performance of the flight device. When the engine's operating power is high and slipstream effects occur, the limiting member 130 is in the second position. At this time, the second limiting part 132 passes through the slide groove 121, and the distance between the limiting end 121a and the second limiting part 132 becomes smaller, thereby reducing the maximum upward deflection angle of the elevator 300 and improving the safety of the flight device.
[0075] Additionally, it should be noted that the sliding range of the connecting member 120 should include the movement of the control stick 400 when controlling the elevator 300 to deflect downwards, to avoid the limiting member 130 affecting the downward deflection of the elevator 300. In practical applications, the other end of the slide 121 can be the free end 121b. When the elevator 300 is in the undeflected position, the limiting member 130 should be located between the limiting end 121a and the free end 121b. When the elevator 300 is controlled to deflect downwards by the control stick 400, the free end 121b of the slide 121 moves towards the limiting member 130. At this time, there should be a sufficient distance between the free end 121b and the second limiting part 132 to ensure that the elevator 300 has a sufficient range of downward deflection. Of course, the maximum downward deflection angle of the elevator 300 can also be limited by the cooperation of the limiting member 130 and the free end 121b, which will not be elaborated in this embodiment.
[0076] In some embodiments, the elevator deflection stop 100 further includes a drive member 140 disposed on the mounting base 110 and connected to the limiting member 130, for driving the limiting member 130 to switch between a first position and a second position. This allows the limiting member 130 to slide to the second position via the drive member 140 when the engine power of the flight device is high, so that the second limiting portion 132 passes through the slide groove 121; and when the engine power of the flight device decreases, the limiting member 130 is reset to the first position via the drive member 140, so that the first limiting portion 131 passes through the slide groove 121.
[0077] Figure 3 This is a partial cross-sectional view of the elevator deflection stop 100 in an embodiment of this application from another perspective.
[0078] In some embodiments, the drive member 140 may include a fixed rod 141 and a telescopic rod 142, the fixed rod 141 being disposed on the mounting base 110, and the telescopic rod 142 being sleeved and connected to the fixed rod 141. A limiting member 130 is connected to the telescopic rod 142.
[0079] Optionally, such as Figure 3 As shown, the fixed rod 141 is a circular rod with a circular cavity. The telescopic rod 142 is sleeved in the cavity so that it can slide relative to the fixed rod 141. Both the fixed rod 141 and the telescopic rod 142 are arranged along the second direction. The limiting member 130 is connected to the end of the telescopic rod 142 that extends out of the cavity, so that the limiting member 130 can slide by the movement of the telescopic rod 142.
[0080] In some embodiments, the drive element 140 may further include a linear motor 143 configured to control the sliding of the telescopic rod 142 relative to the fixed rod 141.
[0081] The linear motor 143 can be connected to one side of the fixed rod 141. The linear motor 143 and the telescopic rod 142 can be connected by a transmission mechanism, such as a lead screw transmission mechanism, so that the telescopic rod 142 can be driven to slide by the rotation of the linear motor 143.
[0082] The operation of the linear motor 143 can be manually controlled. For example, a control switch can be installed in the cockpit of the flight device and connected to the linear motor 143. The pilot can then determine the engine's operating power and activate the linear motor 143 via the control switch. Alternatively, the operation of the linear motor 143 can be automatically controlled. For instance, the linear motor 143 can be connected to a controller in the flight device used to control the engine's operating power. When the pilot changes the engine's operating power via the controller, the controller simultaneously sends a control signal to the linear motor 143, causing the linear motor 143 to operate and move the limit member 130.
[0083] In some embodiments, the elevator deflector 100 further includes a first limit switch 150, a second limit switch 160, and a trigger 170. The first limit switch 150 is disposed on the mounting base 110 and configured to be triggered when the limit member 130 moves to a first position. The second limit switch 160 is disposed on the mounting base 110 and configured to be triggered when the limit member 130 moves to a second position. The limit member 130 is disposed on the telescopic rod 142 for triggering the first limit switch 150 and the second limit switch 160.
[0084] The first limit switch 150 and the second limit switch 160 are both communicatively connected to the linear motor 143, which is configured to stop running when either the first limit switch 150 or the second limit switch 160 is triggered.
[0085] Optionally, both the first limit switch 150 and the second limit switch 160 are limit switches. The first limit switch 150 and the second limit switch 160 can transmit control signals to the linear motor 143 via cable or wireless communication. This embodiment does not impose many restrictions on this.
[0086] Combination Figure 1 and Figure 3 As shown, the trigger 170 is located on one side of the telescopic rod 142 and moves with the telescopic rod 142 to trigger either the first limit switch 150 or the second limit switch 160. When the linear motor 143 runs, driving the limit member 130 to move from the first position to the second position, the trigger 170 moves towards the second limit switch 160. When the trigger 170 actuates the contact of the second limit switch 160, the second limit switch 160 is triggered and sends a control signal to the linear motor 143, causing the linear motor 143 to stop running. At this time, the limit member 130 is in the second position. Conversely, when the linear motor 143 runs, driving the limit member 130 to move from the second position to the first position, the trigger 170 triggers the first limit switch 150 to stop the linear motor 143, at which time the limit member 130 is in the first position.
[0087] This application also provides a flight device, which includes an airframe, a tail fin, an elevator, an engine, a controller, and the elevator deflection stop described in the above embodiments.
[0088] The aircraft is equipped with a control stick, and optionally, the aircraft is equipped with a cockpit, with the control stick located inside the cockpit.
[0089] The tail fin is mounted on the fuselage, and the elevator is rotatably connected to the tail fin and to the control stick. Optionally, the elevator and the control stick are connected via a mechanical transmission assembly, so that the elevator can be rotated relative to the tail fin by controlling the control stick.
[0090] The engine is mounted on the fuselage. Optionally, the flight device also includes wings and a propeller, with the wings mounted on the fuselage, the engine mounted on the wings, and the propeller connected to the engine so that the engine drives the propeller to rotate, generating thrust on the fuselage.
[0091] The controller is located in the aircraft body and is used to control the engine's operating power. Optionally, the controller is a throttle assembly, which can be located in the cockpit of the aircraft body, and the driver can control the engine's operating power through the throttle assembly.
[0092] An elevator deflector 100 is mounted on the fuselage. A connector 120 is connected to the control stick; optionally, the connector 120 is connected to the control stick via a transmission rod. A limiter 130 is configured to be in a first position when the engine's operating power is within a preset threshold, and in a second position when the operating power exceeds the preset threshold.
[0093] Specifically, when the engine's operating power is within a preset threshold, the propeller speed is relatively low, and there is no slipflow effect on the angle of attack when the flight device stalls. When the engine's operating power exceeds the preset threshold, the propeller speed increases, and a slipflow effect is generated on the angle of attack when the flight device stalls, resulting in a smaller angle of attack when the flight device stalls, making it more prone to stall problems.
[0094] Therefore, when the engine's operating power is within a preset threshold, the limiting member 130 is in the first position, and the first limiting part 131 passes through the slide groove 121 to restrict the range of motion of the connecting member 120, allowing the elevator to deflect upward at a larger maximum angle. When the engine's operating power exceeds the preset threshold, the limiting member 130 is in the second position, and the second limiting part 132 passes through the slide groove 121 to reduce the range of motion of the connecting member 120, thereby reducing the maximum angle of upward deflection of the elevator and improving the safety of the flight system.
[0095] Optionally, the linear motor 143 in the elevator deflector 100 is connected to the controller. When the driver controls the engine's operating power to exceed a preset threshold, the controller simultaneously sends a control signal to the linear motor 143, causing the linear motor 143 to move. This movement, via the telescopic rod 142, moves the limiting member 130, causing the second limiting part 132 to move into the slide groove 121. When the driver controls the engine's operating power to decrease to within the preset threshold, the controller simultaneously reverses the linear motor 143, controlling the telescopic rod 142 to move the limiting member 130 in the opposite direction, causing the first limiting part 131 to move into the slide groove 121.
[0096] Figure 4 This is a partial cross-sectional view of the flight device in an embodiment of this application.
[0097] In some embodiments, the flight device may further include an elevator deflection stop 500 disposed on the tail fin 200. The elevator 300 is provided with a rocker arm 320, and the elevator deflection stop 500 is disposed on one side of the rocker arm 320 to limit the rotation angle of the rocker arm 320.
[0098] like Figure 4 As shown, the elevator 300 is rotatably connected to the tail fin 200 via a hinge shaft 310, which is located between the elevator 300 and the rocker arm 320. Optionally, the elevator deflection stop 500 can be a stop block fixed inside the tail fin 200, which can be located on the upper side of the rocker arm 320. When the elevator 300 rotates downward, the rocker arm 320 swings upward. When the rocker arm 320 contacts the elevator deflection stop 500, the elevator 300 cannot continue to deflect downward, thereby achieving the purpose of limiting the maximum downward deflection angle of the elevator 300.
[0099] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. Furthermore, any changes or modifications made by those skilled in the art based on the ideas of this application, and on the specific implementation methods and application scope of this application, are all within the scope of protection of this application. Therefore, the content of this specification should not be construed as a limitation of this application.
Claims
1. An elevator deflection stop, characterized in that, include: Mounting bracket, fixed in the flight device; A connector is disposed on the mounting base and is slidable in a first direction. It has a groove extending in the first direction. The connector is connected to the control stick, and the control stick is connected to the elevator. The limiting member includes a first limiting part and a second limiting part. The width of the first limiting part along the first direction is a first width, and the width of the second limiting part along the first direction is a second width. Both the first width and the second width are less than the opening length of the slide groove, and the second width is greater than the first width. The limiting member is movably connected to the mounting base and can be in a first position where the first limiting part passes through the slide groove, and the second limiting part passes through the slide groove in a second position; the limiting member can slide relative to the mounting base along a second direction, the second direction being non-parallel to the first direction, and the first limiting part and the second limiting part being arranged sequentially along the second direction.
2. The elevator deflection stop according to claim 1, characterized in that, It also includes a driving component, which is disposed on the mounting base and connected to the limiting component, for driving the limiting component to switch between the first position and the second position.
3. The elevator deflection stop according to claim 2, characterized in that, The driving component includes: A fixing rod is provided on the mounting base; A telescopic rod is sleeved and connected to the fixed rod; The limiting member is connected to the telescopic rod.
4. The elevator deflection stop according to claim 3, characterized in that, The drive unit also includes a linear motor configured to control the telescopic rod to slide relative to the fixed rod.
5. The elevator deflection stop according to claim 4, characterized in that, Also includes: A first limit switch is disposed on the mounting base and configured to be triggered when the limit member moves to the first position; A second limit switch is disposed on the mounting base and configured to be triggered when the limit member moves to the second position; A trigger element, disposed on the telescopic rod, is used to trigger the first limit switch and the second limit switch; Both the first limit switch and the second limit switch are communicatively connected to the linear motor, and the linear motor is configured to stop operating when either the first limit switch or the second limit switch is triggered.
6. The elevator deflector stop according to any one of claims 1-5, characterized in that, The mounting base is provided with two fasteners that are spaced apart. The connector is slidably disposed between the two fixing members.
7. The elevator deflector stop according to any one of claims 1-5, characterized in that, The mounting base is provided with a guide member, and the guide member is provided with a guide hole; The limiting member is slidably inserted into the guide hole.
8. A flight device, characterized in that, include: The fuselage is equipped with an engine and a control stick; Tail fin, mounted on the fuselage; An elevator, rotatably connected to the tail fin; A controller, located in the machine body, is configured to control the operating power of the engine; The flight device includes an elevator deflection stop as described in any one of claims 1-5; wherein the limiting member is configured to be in the first position when the operating power is within a preset threshold, and in the second position when the operating power exceeds the preset threshold.
9. The flight device according to claim 8, characterized in that, It also includes an elevator deflector, which is located on the tail fin; The elevator is equipped with a rocker arm, and the elevator deflector brake is located on one side of the rocker arm to limit the angle of rotation of the rocker arm.