Aircraft force comprehensive adjusting device

Abstract

The invention relates to an aircraft force comprehensive adjusting device, and belongs to the field of flight control. The device comprises an upper rocker arm, a left rocker arm, a right rocker arm, a middle rocker arm, a bolt and a ball bearing, the upper end A of the upper rocker arm is hinged with the control line system; the upper ends of the left rocker arm and the right rocker arm are fixedly connected with two ends of the upper rocker arm respectively; the bolt penetrates through the middle parts E of the left rocker arm, the middle rocker arm and the right rocker arm; the left rocker arm, the middle rocker arm and the right rocker arm rotate around the bolt through respective ball bearings; the upper end F of the middle rocker arm is hinged with the input end of the booster; the lower ends B of the left rocker arm, the right rocker arm and the middle rocker arm are coaxial and concentric, the lower ends B of the left rocker arm and the right rocker arm are hinged to the structure installation support, and the lower end B of the middle rocker arm is hinged to the output end of the stability augmentation steering engine.

Description

Technical Field

[0001] The invention relates to an aircraft force comprehensive regulating device, belonging to the field of flight control. Background Art

[0002] In the flight control system with the augmentation system and the control augmentation system, manual control and augmentation control are required to work in parallel without interfering with each other. However, in practice, no matter whether the connection mode between the servo and the booster is series or parallel, two-way transmission will occur, that is, it can be transmitted to the booster or to the pedal / control stick. This is due to the structural principle of the system. At this time, when stepping on / pushing the pedal / control stick, pulsation, alternating load, and continuous oscillation will be felt, and reciprocating swings of different amplitudes will occur when the pedal / control stick is released. Force back-transmission or displacement back-transmission interferes with the normal operation of the pilot, reduces the control accuracy, and even endangers flight safety.

[0003] The actual transmission direction of force or power back-transmission depends on the impedance in the two directions, that is, it always transmits to the side with smaller impedance. Based on this principle, the reasons for force back-transmission and motion back-transmission are analyzed.

[0004] 1) The upstream and downstream impedances of the stabilizer servo and booster at the cross-connection are not appropriate

[0005] The actual transmission direction of force or power back-transmission depends on the impedance in both directions, that is, it always transmits to the side with smaller impedance. If the upstream system of the stabilization servo at the cross-link does not provide sufficient support, it will lead to force and motion back-transmission.

[0006] 2) The speed between the stabilization servo and the booster does not match

[0007] If the bandwidth of the stabilizing servo with a large bandwidth does not match the bandwidth of the booster, when the stabilizing servo with a large bandwidth moves suddenly, the booster movement will not have time to respond, and force back transmission will also occur.

[0008] 3) The maximum travel of the pedal / steering lever is inconsistent with the maximum travel of the booster

[0009] When the sum of the manual control and enhanced control strokes is greater than the maximum stroke of the booster, or the sum of the speeds is greater than the maximum speed of the booster, the output of the stabilizing servo to the downstream is blocked, and the movement of the stabilizing servo will be transmitted to the pedals / control stick. At this time, if the force of holding the stick or stepping on the pedals is less than the output force of the stabilizing servo (converted to the force application point of the pedals / control stick), the pedals / control stick will be forced to return to the stick, reducing the manual control deflection of the control surface. Summary of the invention

[0010] Purpose of the invention: The present invention reduces the force back transmission problem caused by the cross-linking of the mechanical link and the electrical chain, and prevents the force back transmission from interfering with the normal operation of the driver.

[0011] Technical solution:

[0012] Provided is an aircraft force comprehensive regulating device, comprising: an upper rocker arm, a left rocker arm, a right rocker arm, a middle rocker arm, bolts, and a ball bearing;

[0013] The upper end A of the upper rocker arm is hinged to the control line system, and the upper ends of the left rocker arm and the right rocker arm are fixedly connected to the two ends of the upper rocker arm respectively; the bolt passes through the middle part E of the left rocker arm, the middle rocker arm and the right rocker arm, and the left rocker arm, the middle rocker arm and the right rocker arm rotate around the bolt through their respective ball bearings; the upper end F of the middle rocker arm is hinged to the input end of the booster; the lower ends of the left rocker arm, the middle rocker arm and the right rocker arm are coaxial and concentric, among which the lower ends B of the left and right rocker arms are hinged to the structural mounting bracket, and the lower end B of the middle rocker arm is hinged to the output end of the stabilization servo.

[0014] Furthermore, when the motion is transmitted to the upper rocker arm hinge point and the lower hinge point of the middle rocker arm is fixed, the upper rocker arm, left rocker arm, right rocker arm and middle rocker arm can rotate around the coaxial hinge point below the left rocker arm, right rocker arm and middle rocker arm as a whole. When the lower hinge point of the middle rocker arm is not fixed and there is motion input, the middle rocker arm can rotate around the rotation axis between its two hinge points. If there is motion input at the upper rocker arm hinge point at this time, the motion of the upper rocker arm hinge point and the upper hinge point of the middle rocker arm are superimposed to form a compound motion.

[0015] Furthermore, when there is no displacement output at the output end of the servo, and the pilot drives the upper end A of the upper rocker arm through the control line system, the upper end F of the middle rocker arm outputs to the booster, and the lower ends B of the left, middle and right rocker arms have no relative movement, and the lower ends B are only used as a rotation axis.

[0016] Furthermore, when the output end of the servo is displaced and there is no input to the control line system, the middle rocker arm rotates around the bolt and is output to the booster through the upper end F of the middle rocker arm, and there is no relative movement at the lower ends B of the left and right rocker arms.

[0017] Furthermore, the relationship between the total height of the aircraft power complex, the height between BF and the height between EB is:

[0018] F A =(NF F V A ) / K(V Amax +V B );

[0019] F A =-KF F ;

[0020] Among them, F A It is the control force applied by the pilot to drive the upper end A of the upper rocker arm through the control line system; F F is the output force from the upper end F of the middle rocker arm to the booster; N is the power of the stabilizing servo; V AmaxV is the maximum control speed of the pilot; A is the speed of terminal A, V B is the speed of end B; K is the proportional coefficient, which is determined by the pilot and whether the stabilization servo is output.

[0021] Furthermore, when both the pilot and the stabilization servo have output, K = [(a+b) / (a+c)];

[0022] When only the pilot outputs, K = [a / (b+c)];

[0023] When only the stabilization servo is output, K = b / c.

[0024] Furthermore, structural weight-reducing grooves are provided on the upper rocker arm, the left rocker arm, the right rocker arm and the middle rocker arm, which increases the structural rigidity.

[0025] Furthermore, ball bearings and self-aligning bearings are used in the left, center and right rocker arms.

[0026] The beneficial effect is that the device reduces the force back transmission problem caused by the cross-linking of the mechanical connection and the electrical chain, prevents the force back transmission from interfering with the normal operation of the pilot, improves the control accuracy, and enhances the flight safety level. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The present invention includes 4 drawings, and the drawings and the descriptions of the drawings are as follows:

[0028] Figure 1 The present invention is a structural schematic diagram of an aircraft force integration device mechanism.

[0029] Figure 2 This is the side view of the left rocker arm.

[0030] Figure 3 It is the side view of the right rocker arm.

[0031] Figure 4 Side view of the middle rocker arm.

[0032] Among them: 1-upper rocker arm, 2-left rocker arm, 3-right rocker arm, 4-middle rocker arm, 5-self-aligning bearing, 6-bolt, 7-gasket, 8-nut, 9-bolt, 10-ball bearing.

[0033] Figure 5 A simplified diagram of the operating system.

[0034] Figure 6 This is the force reflection analysis diagram of the force integration device. DETAILED DESCRIPTION

[0035] The present invention provides an aircraft force integration device, such as Figure 1-4As shown, it includes: an upper rocker arm 1, a left rocker arm 2, a right rocker arm 3, a middle rocker arm 4, a self-aligning bearing 5, a bolt 6, a gasket 7, a nut 8, a bolt 9, and a ball bearing 10.

[0036] The upper end A of the upper rocker arm is hinged to the control line system, and the upper ends of the left rocker arm and the right rocker arm are fixedly connected to the two ends of the upper rocker arm respectively; the bolt passes through the middle part E of the left rocker arm, the middle rocker arm and the right rocker arm, and the left rocker arm, the middle rocker arm and the right rocker arm rotate around the bolt through their respective ball bearings; the upper end F of the middle rocker arm is hinged to the input end of the booster; the lower ends of the left rocker arm, the middle rocker arm and the right rocker arm are coaxial and concentric, among which the lower ends B of the left and right rocker arms are hinged to the structural mounting bracket, and the lower end B of the middle rocker arm is hinged to the output end of the stabilization servo.

[0037] When the motion is transmitted to the hinge point of the upper rocker arm 1, the lower hinge point of the middle rocker arm 4 is fixed. At this time, the upper rocker arm 1, the upper rocker arm 1, the left rocker arm 2, the right rocker arm 3, and the middle rocker arm 4 can rotate around the coaxial hinge point of the left rocker arm 2, the right rocker arm 3, and the middle rocker arm 4 as a whole. When the lower hinge point of the middle rocker arm 4 is not fixed and there is motion input, the middle rocker arm 4 can rotate around the middle rotation axis of its two hinge points. If there is motion input at the hinge point of the upper rocker arm 1 at this time, the motion of the hinge point of the upper rocker arm 1 and the upper hinge point of the middle rocker arm 4 are superimposed to form a composite motion. If there is no motion input at the hinge point of the upper rocker arm 1, the output of the mechanism is only determined by the motion of the upper hinge point of the middle rocker arm 4.

[0038] When there is no displacement output at the output end of the servo, and the pilot drives the upper end A of the upper rocker arm through the control line system, the upper end F of the middle rocker arm is output to the booster, and the lower ends B of the left, middle and right rocker arms have no relative movement, and the lower ends B are only used as a rotation axis.

[0039] When the output end of the servo is displaced and there is no input to the control line system, the middle rocker arm rotates around the bolt and is output to the booster through the upper end F of the middle rocker arm. There is no relative movement at the lower ends B of the left and right rocker arms.

[0040] The specific principle of the force comprehensive device is as follows:

[0041] 1. Analysis of force and power transmission of control system Figure 5 As shown:

[0042] Assume that the velocity at point A is V A , the transmission ratio from the pedal / steering lever to point A is n A ,

[0043] The velocity of point F is V F , the velocity of point B is V B

[0044] The feedback speed to the pedals / steering column is V A / n A

[0045] Then: V A=K(V F +V B )

[0046] K: Proportional coefficient

[0047] Reverse power: F A V A :

[0048] N=F A V A +F F V F

[0049] N: Stabilizing servo power

[0050] F A V A : Reverse power transmitted to the pedals / steering column

[0051] F F V F : Useful power from the output of the stabilizing servo to the booster to open the slide valve

[0052] Anti-transmission force: F 反 =F A n A

[0053] V A = K(V B +V F ) ①

[0054] N=F A V A + F F V A ②

[0055] F 反 =F A n A ③

[0056] From ①②③ we get:

[0057] F 反 =F A n A

[0058] =[(NF F V A ) / K(V Amax +V B )]n A

[0059] F 反 It is the force fed back to the pilot by the hinge torque of the control surface through the control line system;

[0060] It can be seen from the above calculation formula that when the aircraft is flying, the hinge torque acting on the rudder surface changes greatly. When the hinge torque on the rudder surface gradually increases, the booster responds to the maximum speed V Amax It will decrease, while the output power and speed of the stabilizing servo remain unchanged. In this case, there will be a movement collision between the stabilizing servo and the booster, causing force back transmission.

[0061] 2. Analysis of force transmission of force comprehensive device Figure 6 As shown:

[0062] a) Assuming the driver does not operate the stabilization servo, the following conditions should be considered:

[0063] b) Assuming the driver's stabilization servo is not working, the driver operates:

[0064] c) Assume that NF is known:

[0065] From the above three assumptions, we can get:

[0066] F B =(b / a)F F ①

[0067] F B +F F +F E =0 ②

[0068] F E =F B +F F =[(b / a)F F +F F ] ③

[0069] =-[(a+b) / a]F F

[0070] aF B =cF A ④

[0071] Combining ①②③④, we can conclude:

[0072] F A +F E +(a / c)F A =0

[0073] [(a+c) / a]F A +F E =0

[0074] [(a+c) / a]F A =-[(a+b_) / a]F F

[0075] F A=-[(a+b) / (a+c)]F F

[0076] In the above force analysis, it can be seen that as long as there is a reaction force F E , a counter force F will be generated towards the pedals / steering lever A , and the support reaction force FE mainly comes from F B and F F , F B =(b / a) / F F , F B To stabilize the servo output force, F F It is the friction force of the mechanical operating system from the power integrated device to the booster oil distributor valve, the friction force of the oil distributor valve, and the inertia force of this section of moving parts.

[0077] Based on the above analysis, the force integration device is reasonably designed, and the system force, power transmission ratio, mass and stiffness of the control rod system are comprehensively considered, so the influence of force back transmission can be reduced to a level acceptable to the pilot.

Claims

1. An aircraft force comprehensive adjustment device, characterized in that: include: Upper rocker arm (1), left rocker arm (2), right rocker arm (3), middle rocker arm (4), bolt (6), ball bearing (10); The upper end A of the upper rocker arm (1) is hinged to the control line system, and the upper ends of the left rocker arm (2) and the right rocker arm (3) are respectively fixedly connected to the two ends of the upper rocker arm (1); the bolt (6) passes through the middle parts E of the left rocker arm (2), the middle rocker arm (4) and the right rocker arm (3); the left rocker arm (2), the middle rocker arm (4) and the right rocker arm (3) rotate around the bolt (6) through their respective ball bearings (10); the upper end F of the middle rocker arm (4) is hinged to the input end of the booster; the lower ends of the left rocker arm (2), the middle rocker arm (4) and the right rocker arm (3) are coaxial and concentric, wherein the lower ends B of the left and right rocker arms are hinged to the structural mounting bracket, and the lower end B of the middle rocker arm (4) is hinged to the output end of the stabilization steering gear.

2. The device according to claim 1, characterized in that When the motion is transmitted to the hinge point of the upper rocker arm (1), the lower hinge point of the middle rocker arm (4) is fixed. At this time, the upper rocker arm (1), the left rocker arm (2), the right rocker arm (3), and the middle rocker arm (4) can rotate around the coaxial hinge point below the left rocker arm (2), the right rocker arm (3), and the middle rocker arm (4) as a whole. When the lower hinge point of the middle rocker arm (4) is not fixed and there is motion input, the middle rocker arm (4) can rotate around the middle rotation axis between its two hinge points. If there is motion input at the hinge point of the upper rocker arm (1), the motion of the hinge point of the upper rocker arm (1) and the upper hinge point of the middle rocker arm (4) are superimposed to form a composite motion.

3. The device according to claim 2, characterized in that When there is no displacement output at the output end of the steering gear, and the pilot drives the upper end A of the upper rocker arm (1) through the control line system, the upper end F of the middle rocker arm (4) outputs to the booster, and the lower ends B of the left, middle and right rocker arms have no relative movement, and the lower ends B are only used as a rotation axis.

4. The device according to claim 3, characterized in that When the output end of the steering gear is displaced and the control line system has no input, the middle rocker arm (4) rotates around the bolt (6) and is output to the booster through the upper end F of the middle rocker arm (4), and the lower ends B of the left and right rocker arms have no relative movement.

5. The device according to claim 1, characterized in that The relationship between the total height of the aircraft power complex, the height between BF and the height between EB is: F A =(N-F F V A ) / K(V Amax +V B ); F A =-KF F ; Among them, F A is the control force applied by the pilot to drive the upper end A of the upper rocker arm (1) through the control line system; F F is the output force from the upper end F of the middle rocker arm (4) to the booster; N is the power of the stabilizing steering gear; V Amax V is the maximum control speed of the pilot; A is the speed of terminal A, V B is the speed of end B; K is the proportional coefficient, which is determined by the pilot and whether the stabilization servo is output.

6. The device according to claim 5, characterized in that When both the pilot and the stabilization servo have output, K = [(a+b) / (a+c)]; When only the pilot outputs, K = [a / (b+c)]; When only the stabilization servo is output, K = b / c.

7. The device according to claim 1, characterized in that The upper rocker arm (1), the left rocker arm (2), the right rocker arm (3) and the middle rocker arm (4) are all provided with structural weight-reducing grooves, which increase the structural rigidity.

8. The device according to claim 1, characterized in that The left, middle and right rocker arms all use ball bearings (10) and self-aligning bearings (6).

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