Airplane control surface deflection angle limiting device

Abstract

According to the aircraft control surface deflection angle limiting device, a load on an aircraft control surface is rotationally connected with one end of a rocker arm assembly through a pull rod, the aircraft control surface deflection angle limiting device comprises an aircraft body and a limiting assembly installed in the aircraft body, and the limiting assembly is rotationally connected with the other end of the rocker arm assembly and can limit the swing angle or the rotation angle of the rocker arm assembly; the rocker arm assembly control efficiency is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of airborne rocker arm assembly control equipment, and in particular relates to an aircraft control surface deflection angle limiting device. Background Art

[0002] In order to control the aircraft control surface within a safe angle range when the aircraft is flying, an aircraft control surface deflection angle limiting device is designed to control the aircraft control surface within a predetermined deflection angle range and limit the control surface deflection angle after exceeding the angle range. Summary of the invention

[0003] In view of this, the aircraft control surface deflection angle limiting device provided by the present invention solves the technical problem that the traditional structure has low utilization function.

[0004] A device for limiting the deflection angle of an aircraft control surface, wherein the load of the control surface on the aircraft is rotationally connected to one end of a rocker arm assembly through a pull rod, and comprises an aircraft body and a limit assembly installed in the aircraft body, wherein the limit assembly is rotationally connected to the other end of the rocker arm assembly and can limit the swing angle or rotation angle of the rocker arm assembly.

[0005] Beneficial Effects

[0006] The limit assembly prevents the control surface from deflecting beyond the preset angle when the aircraft is operated, thereby improving the control reliability and effectively ensuring flight safety. The overall structure is simple and reliable, and can be widely used in the aircraft flight control system to control the control surface angle. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0008] Figure 1 The figure is the overall assembly diagram of the machine body;

[0009] Figure 2 is a schematic diagram of a trapezoidal screw subassembly;

[0010] Figure 3 It is a schematic diagram of the terminal switchgear;

[0011] Figure 4 Schematic diagram of the restriction principle;

[0012] Figure 5 is a schematic diagram of the restricted position, where

[0013] 1. Electric motor; 2. Speed ​​reducer; 3. Trapezoidal screw subassembly; 4. End point switch device; 5. Linear displacement sensor; 6. Electrical connector; 7. Machine body; 8. Bracket assembly; 9. Limit block; 10. Rocker arm assembly; 11. Limit bolt; 12. Spindle; a. Ball bearing; b. Thrust bearing; c. Right-hand nut; d. Optical axis; e. Trapezoidal screw; f. Left-hand nut; g. Gear; A. Large angle limit position switch; B. Press taper pin; C. Small angle limit position switch. DETAILED DESCRIPTION

[0014] The embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.

[0015] The following describes the embodiments of the present disclosure through specific examples, and those skilled in the art can easily understand other advantages and effects of the present disclosure from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all of the embodiments. The present disclosure can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present disclosure. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present disclosure.

[0016] It should be noted that various aspects of the embodiments within the scope of the appended claims are described below. It should be apparent that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is merely illustrative. Based on the present disclosure, it should be understood by those skilled in the art that an aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects described herein can be used to implement the device and / or practice the method. In addition, other structures and / or functionalities other than one or more of the aspects described herein can be used to implement this device and / or practice this method.

[0017] It should also be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present disclosure, and only show the components related to the present disclosure rather than being drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout type may also be more complicated.

[0018] Additionally, in the following description, specific details are provided to facilitate a thorough understanding of the examples. However, one skilled in the art will appreciate that aspects may be practiced without these specific details.

[0019] like Figures 1 to 5 The aircraft control surface deflection limiting device shown in the figure, the load of the control surface on the aircraft is rotatably connected to one end of the rocker assembly 10 through a pull rod, and includes a body 7 and a limit assembly installed in the body 7, the limit assembly is rotatably connected to the other end of the rocker assembly 10, and can limit the swing angle or rotation angle of the rocker assembly 10. The control surface of the aircraft is controlled within a predetermined deflection range through the limit assembly to achieve precision control, specifically,

[0020] 1) Limiting components

[0021] It includes a boss 20 installed on a side surface parallel to the center line of the body 7, and a through slot of a preset size is opened on the boss 20. The length of the through slot is related to the swing angle of the rocker assembly 10, and is generally the length corresponding to the maximum swing angle; limit bolts 11 are installed at both ends of the through slot, preferably connected in a threaded manner, and the limit bolts 11 are rotated to adjust the spacing between the limit bolts 11, so that the limit bolts 11 can limit different swing angles of the rocker assembly 10. In actual use, the spacing is adjusted according to the performance. It also includes an electric motor 1, a reducer 2, a support assembly, a limit block 9 and a screw assembly. The limit block 9 is movably mounted on the screw assembly, wherein,

[0022] The motor 1 is mounted on the inner bottom surface of the body 7 and is rotationally connected to the reducer 2, and the output end of the reducer 2 is rotationally connected to the screw assembly. The support assembly includes a main shaft 12 and a support frame (not marked in the figure). The support frame is preferably arranged in a U-shaped structure, with the open end for the main shaft 12 to pass through, and the non-open end is mounted on the body 7). The support frame is mounted on the inner bottom surface of the body 7 and is arranged adjacent to one side of the body 7, and has an extended section, and the main shaft 12 is installed in a rotational manner. The extended section of the main shaft 12 is fixedly connected to the rocker assembly 10, and the other end of the main shaft 12 is fixedly connected to the limit block 9. The swinging rotation of the rocker assembly 10 is converted into the rotation of the moving block on the screw assembly through the main shaft 12.

[0023] 2) Screw assembly, that is, trapezoidal screw subassembly 3

[0024] It includes a ball bearing a, a first thrust bearing b, a second thrust bearing b, a right-hand screw nut c, an optical axis d, a trapezoidal screw rod e, a left-hand screw nut f and a gear g, wherein the right-hand screw nut c includes a first trapezoidal portion, and the left-hand screw nut f includes a second trapezoidal portion, wherein:

[0025] One end of the trapezoidal lead screw e is threadedly connected to the right-handed nut c, and a first extension section ( Figure 2The first extension section passes through the first thrust bearing b and is equipped with a ball bearing a, which is rotatably mounted on a side surface of the machine body 7 in the direction of the center line for supporting purposes;

[0026] The other end of the trapezoidal lead screw e is threadedly connected to the left-handed nut f, and a second extension section is left, the second extension section passes through the second thrust bearing b and is installed with a gear g, and the gear g is connected to the output end gear of the reducer 2;

[0027] The optical axis d passes through the first trapezoidal portion and the second trapezoidal portion in sequence, and the limit block 9 is movably mounted on the trapezoidal screw rod e and is located between the left-handed screw nut f and the right-handed screw nut c;

[0028] The optical axis d is used to convert the rotation of the left-handed nut f and the right-handed nut c into linear movement, and the rotation is converted into linear movement by using the working principle of action force and reaction force. The power output of the motor 1 is transmitted through the gear g, driving the left-handed nut f and the right-handed nut c to move in opposite directions or towards each other, so as to adjust the range of the swing angle of the rocker arm assembly 10, and limit the maximum swing angle of the rocker arm assembly 10 through the contact between the limit block 9 and the left-handed nut f or the right-handed nut c.

[0029] See also Figure 4 The working principle diagram shown is as follows: the limit block 9 cooperates with the large hole and shaft of the trapezoidal screw rod e. The rocker arm assembly 10 is driven by force to drive the limit block 9 to rotate. When the rocker arm assembly 10 swings to the left, it drives the limit block 9 to move to the right. At this time, the limit block 9 will be affected by the left-handed nut f, and the limit block 9 is limited by the left-handed nut f. Therefore, the rocker arm assembly 10 can no longer swing to the left. Similarly, see Figure 4 The right limit position in Figure 4 In the neutral position, when the rocker arm assembly 10 is not subjected to the aircraft control surface force, the limit block 9 is in the neutral position and does not rotate.

[0030] As a specific implementation provided in this case, the first thrust bearing b and the second thrust bearing b are respectively mounted on the inner bottom surface of the body 7 through a support. Limiting members are respectively provided at both ends of the optical axis d, and the optical axis d is mounted on the first trapezoidal portion and the second trapezoidal portion in a manner that it can pass freely.

[0031] As a specific implementation provided in this case, the overall structure also includes an electrical connector 6 installed on the top surface of the body 7 and a linear displacement sensor 5 installed on the right-hand nut c, wherein:

[0032] The electrical connector 6 is communicatively connected to a controller on the aircraft, and is used to feed back the movement data collected by the linear displacement sensor 5 to the controller.

[0033] Furthermore, the overall structure also includes an end switch device electrically connected to the power supply system of the motor 1, and the end switch device includes a large-angle limit position switch A, a small-angle limit position switch C and a movable push pin B;

[0034] The end point switch device is installed on the inner side surface of the machine body 7 and corresponds to the position of the right-handed nut c. The side surface of the right-handed nut c away from the first trapezoidal portion is fixedly connected to the push pin. Under the action of the motor 1, the right-handed nut c can drive the push pin B to press the large-angle limit position switch A or the small-angle limit switch C position to shut down the power supply system of the motor 1.

[0035] After the permanent magnet DC motor 1 outputs torque, it is decelerated and torque-increased by the reducer 2, and the trapezoidal screw subassembly 3 drives the rocker arm assembly 10 to rotate. After working to the limit position, the end switch assembly 4 cuts off the power supply circuit of the motor 1, and the linear displacement sensor 5 collects the displacement signal of the moving block 9 and converts the linear displacement into a voltage signal to feed back to the host computer or controller. After working in place, the external load acts on the rocker arm assembly 10.

[0036] When the aircraft needs to be controlled to a large / small angle position, it works to the large / small angle limit position according to the host computer instruction. After the limiting device receives the aircraft electrical signal, the motor 1 drives the reducer 2 to transmit power to the trapezoidal screw subassembly 3, and the trapezoidal screw subassembly 3 converts the rotational motion into linear motion. The linear displacement sensor 5 collects the position signal of the trapezoidal screw subassembly 3 and converts the linear displacement into a voltage signal and feeds it back to the host computer. The trapezoidal screw subassembly 3 presses the end switch assembly 4 to cut off the circuit of the motor 1, and the limiting device stops at the current position. The external load pushes the rocker arm assembly 10 to rotate and drives the limit block 9 to collide with the trapezoidal screw subassembly 3. The trapezoidal screw subassembly 3 provides a holding force to limit the aircraft control surface to the current position.

[0037] It should be pointed out that the trapezoidal screw e in the trapezoidal screw subassembly 3 cooperates with two screw nuts with opposite rotation directions at the same time. When the trapezoidal screw e rotates, the right-handed screw nut c and the left-handed screw nut f move toward or away from each other at the same time. When the trapezoidal screw subassembly 3 works to the extreme position, the positions of the right-handed screw nut c and the left-handed screw nut f are maintained at the current position by the electromagnetic clutch in the motor 1 and the trapezoidal screw e with self-locking function. After the external load acts on the rocker arm assembly 10, it drives the limit block 9 to collide with the right-handed screw nut c and the left-handed screw nut f, so that the rocker arm assembly 10 remains in the current restricted position. It prevents the rudder surface from deflecting beyond the predetermined angle when the aircraft is manipulated, improves the manipulation reliability, and can effectively ensure flight safety. The device of the present invention has a simple and reliable structure and can be widely used in the aircraft flight control system for the control of the rudder surface angle.

[0038] The above is only a specific implementation of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present disclosure should be included in the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be based on the protection scope of the claims.

Claims

1. An aircraft control surface deflection limiting device, wherein the load of the control surface on the aircraft is rotatably connected to one end of the rocker arm assembly through a pull rod, characterized in that: It comprises a body and a limiting assembly installed in the body. The limiting assembly is rotatably connected to the other end of the rocker arm assembly and can limit the swing angle or rotation angle of the rocker arm assembly.

2. The aircraft control surface deflection limiting device according to claim 1, characterized in that: The limit assembly includes a boss installed on a side surface parallel to the center line of the body, and a through slot of a preset size is opened on the boss, and the length of the through slot is related to the swing angle of the rocker arm assembly; Limiting bolts are respectively installed at both ends of the through slot, and the limiting bolts can limit the swing angle of the rocker arm assembly.

3. The aircraft control surface deflection angle limiting device according to claim 2, characterized in that: The limit assembly further includes a motor, a reducer, a support assembly, a limit block and a screw assembly, wherein the limit block is movably mounted on the screw assembly, wherein: The motor is mounted on the inner bottom surface of the machine body and is rotatably connected to the reducer, and the output end of the reducer is rotatably connected to the screw assembly; The support assembly includes a main shaft and a support frame. The support frame is installed on the inner bottom surface of the body and is arranged adjacent to a side surface of the body. The main shaft is installed in a rotatable manner. One end of the main shaft is fixedly connected to the rocker arm assembly, and the other end of the main shaft is fixedly connected to the limit block.

4. The aircraft control surface deflection angle limiting device according to claim 3, characterized in that: The screw assembly includes a ball bearing, a first thrust bearing, a second thrust bearing, a right-hand screw nut, an optical axis, a trapezoidal screw, a left-hand screw nut and a gear, wherein the right-hand screw nut includes a first trapezoidal portion, and the left-hand screw nut includes a second trapezoidal portion, wherein: One end of the trapezoidal lead screw is connected to the right-handed nut thread and has a first extension section, the first extension section passes through the first thrust bearing and is installed with the ball bearing, and the ball bearing is rotatably installed on a side surface in the direction of the center line of the machine body; The other end of the trapezoidal lead screw is connected to the left-handed female thread and has a second extension section, the second extension section passes through the second thrust bearing and is installed with the gear, and the gear is connected to the output end gear of the reducer; The optical axis passes through the first trapezoidal portion and the second trapezoidal portion in sequence, and the limit block is movably mounted on the trapezoidal screw rod and is located between the left-hand screw nut and the right-hand screw nut; The optical axis is used to convert the rotation of the left-handed nut and the right-handed nut into linear movement; The power output of the motor is transmitted through the gear, driving the left-handed nut and the right-handed nut to move in opposite directions or towards each other, so as to adjust the range of the swing angle of the rocker arm assembly, and limit the maximum swing angle of the rocker arm assembly through the contact between the limit block and the left-handed nut or the right-handed nut.

5. The aircraft control surface deflection angle limiting device according to claim 4, characterized in that: The first thrust bearing and the second thrust bearing are respectively installed on the inner bottom surface of the body through supports.

6. The aircraft control surface deflection angle limiting device according to claim 4, characterized in that: Limiting members are respectively arranged at both ends of the optical axis, and the optical axis is installed on the first trapezoidal portion and the second trapezoidal portion in a manner that the optical axis can freely pass through.

7. The aircraft control surface deflection angle limiting device according to claim 4, characterized in that: It also includes an electrical connector mounted on the top surface of the machine body and a linear displacement sensor mounted on the right-hand screw nut, wherein: The electrical connector is communicatively connected to a controller on the aircraft and is used to feed back movement data collected by the linear displacement sensor to the controller.

8. The aircraft control surface deflection angle limiting device according to claim 4, characterized in that: It also includes an end switch device electrically connected to the power supply system of the motor, the end switch device includes a large angle limit position switch, a small angle limit position switch and a movable push pin; The end point switch device is installed on the inner side surface of the body and corresponds to the position of the right-hand screw nut, and a side surface of the right-hand screw nut away from the first trapezoidal portion is fixedly connected to the push pin; Under the action of the motor, the right-handed nut can drive the push-button to press the large-angle limit position switch or the small-angle limit position to turn off or on the power supply system of the motor.

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