Simulation test device for aircraft rudder transmission mechanism

Abstract

The invention relates to the field of aircraft simulation test, particularly discloses a simulation test device for an aircraft rudder transmission mechanism, and solves the problems that an existing winged unmanned aircraft cannot conveniently perform simulation test on a rudder deflection angle and maximum stress and cannot conveniently perform accurate test on flight control performance. The device comprises a base, a mounting table, an adjusting assembly, a second telescopic part, a disc, a driving motor, a frame body, a front sliding rod, a mounting frame, a clamping frame, a sliding frame and a clamping plate, the driving assembly is arranged on the clamping frame, a limiting assembly is arranged in the frame body and used for limiting the mounting frame on the surface of the front sliding rod, and a supporting assembly is further arranged on the base and used for supporting the mounting frame on the surface of the front sliding rod. The supporting assembly is used for horizontally supporting the clamping frame. The device can perform simulation test on the angle adjustment precision of an elevator or a rudder of the winged unmanned aerial vehicle and the maximum stress of a transmission mechanism of the winged unmanned aerial vehicle, so that the flight control performance of the distance can be known conveniently, and the accurate control of the aerial vehicle is realized.

Description

Technical Field

[0001] The present invention relates to the field of aircraft simulation testing, and in particular to a simulation testing device for an aircraft rudder drive mechanism. Background Art

[0002] Aircraft simulation testing is a crucial link for verifying the performance, functions, safety, etc. of an aircraft through simulation technology, physical models, or virtual environments before actual flight. Its core objectives are to reduce R & D costs, shorten the cycle, avoid risks, and optimize the design. And the simulation testing of the aircraft rudder drive mechanism is a crucial link for verifying the collaborative working performance of the rudder surfaces (such as elevators, rudders, ailerons, etc.) and their drive systems (such as motors, hydraulic actuators, link mechanisms). The testing needs to cover core indicators such as transmission accuracy, load capacity, reliability, and fault tolerance to ensure that the aircraft can accurately control its attitude through the rudder surfaces during flight.

[0003] Moreover, with the development of technology, the application of winged unmanned aerial vehicles (UAVs) is becoming more and more extensive. Winged UAVs can have higher flight speeds and can perform tasks efficiently. However, the flight control of winged UAVs is also very complex. During specific operations, it is necessary to achieve elevation by controlling the elevator on the horizontal tail and steering by controlling the rudder on the vertical tail. Currently, in the R & D and design of winged UAVs, there is generally no device that can well simulate and test their elevators and rudders to verify the stability of the rudder drive mechanism. In particular, it is impossible to test the accuracy of angle control, nor can it test the maximum force borne by the rudder drive mechanism.

[0004] A device for testing the deflection angle of an aircraft actuator disclosed in the patent with the publication number CN115924122A discloses "a device for testing the deflection angle of an aircraft actuator, including a housing, a wing plate, a first frame, and a second frame. An air outlet is provided on one side of the housing, the wing plate is vertically arranged in the air outlet, a main air duct is fixed on the other side of the housing, an installation frame is fixedly connected to the upper end of the housing, and a measuring mechanism is connected to the installation frame. The measuring mechanism is used to test the change in the mechanical deflection angle of the actuator when the wing plate is affected by wind and can test the influence of mechanical clearance on the mechanical deflection angle of the actuator under windless conditions. A flow disturbance mechanism is provided in the housing, and the flow disturbance mechanism is used to provide crosswind acting on both sides of the wing plate during testing. This device for testing the deflection angle of an aircraft actuator can simulate various working conditions with different wind directions, test the control ability of the actuator on the mechanical deflection angle under complex airflow conditions, and in addition, can quickly test the influence amount of the clearance existing in the actuator drive mechanism itself on the mechanical deflection angle."

[0005] Although the above technical solution can simulate different wind directions and realize the control simulation of the test servo in complex airflows, it still cannot simulate the accuracy of the control of the rudder surface deflection angle and the maximum force, and cannot effectively simulate and test the stability and accuracy of the rudder surface transmission mechanism. Therefore, a simulation test device for the rudder transmission mechanism of an aircraft is proposed. Summary of the Invention

[0006] In order to overcome the deficiencies of the prior art, the present invention proposes a simulation test device for the rudder transmission mechanism of an aircraft, which can simulate and test the accuracy of the deflection angle of the elevator or rudder of the aircraft and the maximum force of its transmission mechanism to determine the flight control performance and stability of the aircraft, and can improve the precise control of the aircraft.

[0007] To solve the above technical problems, the basic technical solution proposed by the present invention is as follows: A simulation test device for the rudder transmission mechanism of an aircraft, including a base, an installation platform for installing the rudder surface transmission mechanism of the aircraft is arranged on the base, an adjustment component for adjusting the position of the installation platform is arranged on the base, a second telescopic member is installed at the rear side of the base, and the upper output end of the second telescopic member is connected to a disc. A driving motor is installed at the center of the disc, the output end of the driving motor is connected to a frame, the inner walls of both sides at the front end of the frame are connected with front sliding rods, and an installation frame is slidably sleeved on the front sliding rods. A clamping frame is rotatably connected to the front end of the installation frame; Sliding frames are slidably sleeved through both the upper and lower sides of the clamping frame. One end of the sliding frame extends into the clamping frame, and the other end extends outside the clamping frame. A clamping plate is connected to the compression end of one side of the sliding frame inside the clamping frame. A driving component is arranged on the clamping frame. The driving component includes a power unit and a transmission mechanism. Front openings and rear openings are formed on both the upper and lower sides of the clamping frame. The transmission mechanism is connected to the clamping plate through the rear opening and is used to drive the two clamping plates to approach each other to clamp the rudder surface of the aircraft. A limiting component is arranged inside the frame. The limiting component includes at least two limiting units slidably sleeved on the front sliding rods and a driving unit for driving the limiting units to limit or release the installation frame. The limiting component is used to limit the installation frame on the surface of the front sliding rod. A supporting component is also arranged on the installation frame, and the supporting component is used to horizontally support the clamping frame.

[0008] Preferably, the upper output end of the second telescopic member is connected to a mounting seat and is connected to the disc through the mounting seat. An angle detection sensor is installed at the rotational connection between the clamping frame and the installation frame.

[0009] Preferably, a plurality of rollers are rotatably installed at equal intervals on the mutually approaching side surfaces of the upper and lower clamping plates, and a pressure sensor is installed at the rotational connection between the roller and the clamping plate.

[0010] Preferably, an annular sliding groove is formed in the disc, and limiting sliding blocks are connected to both the upper and lower ends of the frame body. Each limiting sliding block is slidably connected in the annular sliding groove.

[0011] Preferably, the adjusting assembly includes guide rails, sleeve frames, and a first telescopic member. The guide rails are arranged in two parallel lines and are respectively installed on both sides of the base. The sleeve frames are slidably sleeved on the surfaces of the guide rails. The first telescopic member is installed at the front and rear ends of each sleeve frame. The lower end surfaces of the mounting tables are commonly connected to the upper output ends of the respective first telescopic members.

[0012] Preferably, the limiting unit includes limiting sleeve plates, and the driving unit includes a third telescopic member and a pushing plate. The limiting sleeve plates are arranged in two, one above the other, and are respectively located on the upper and lower sides of the mounting frame. Each limiting sleeve plate is slidably sleeved on the outer side surface of the front sliding rod. The third telescopic member is installed in the frame body. The pushing plate is connected to the front output end of the third telescopic member. Rotating plates I are rotatably connected between the upper and lower ends of the pushing plate and the upper and lower limiting sleeve plates.

[0013] Preferably, a rear sliding rod is further connected between the upper and lower inner walls of the frame body. The rear sliding rod is located on the side of the front sliding rod close to the disc. The rear end of each limiting sleeve plate is slidably sleeved on the outer side surface of the rear sliding rod.

[0014] Preferably, the power unit includes a fourth telescopic member, and the transmission mechanism includes a pushing frame and a rotating plate II. The fourth telescopic member is installed in the clamping frame. The pushing frame is connected to the front output end of the fourth telescopic member. The upper and lower ends of the pushing frame respectively slide through the rear openings on the upper and lower sides and extend to the upper and lower outer sides of the clamping frame, and are rotatably connected to the clamping plates through the rotating plate II.

[0015] Preferably, frame seats are connected to the mutually remote side surfaces of the upper and lower clamping plates. The end of the rotating plate II remote from the pushing frame is rotatably connected to the frame seat. One end of the sliding frame extending outside the clamping frame is connected to a limiting plate, and a spring sleeved on the outer side of the sliding frame is connected between the limiting plate and the sliding frame.

[0016] Preferably, the support assembly includes a first sleeve frame, a first rack, a push rod, a gear, an opening, a second rack, and a second sleeve frame. The first sleeve frame is connected to both the upper and lower ends on both sides of the installation frame. The first rack is slidably sleeved in each first sleeve frame. The push rod is connected to the first rack and is in sliding contact with the surface of the installation frame. Openings are formed on the mutually approaching sides of the upper and lower first sleeve frames. The second rack is slidably arranged between the upper and lower first racks. The gear is rotatably connected to the installation frame, and the gear is arranged on both the upper and lower sides of the second rack and is between the upper and lower first racks. The mutually approaching sides of the upper and lower gears are respectively meshed with the upper and lower sides of the second rack, while the mutually departing sides respectively penetrate the upper and lower openings and are meshed and connected with the first rack. The second sleeve frame is connected to the second rack and is slidably sleeved outside the push plate.

[0017] The beneficial effects of the present invention are as follows: 1. The technical solution of the present invention installs the flight control surface drive mechanism on the installation platform, then controls the sliding of the installation platform, slides the elevator on the horizontal stabilizer between the upper and lower clamping plates, and drives the upper and lower clamping plates to clamp the control surface through the drive assembly. Subsequently, during the test, the deflection of the elevator will drive the clamping plate to slide on its surface through the roller, and at the same time, the clamping frame will rotate relative to the installation frame and drive the installation frame to slide on the front sliding rod, so that the deflection of the elevator can be detected through the angle detection sensor arranged between the clamping frame and the installation frame to determine the deviation between its deflection angle and the preset angle, which is convenient for adjusting the flight control surface drive mechanism to reduce errors and improve the flight control accuracy. 2. When the elevator is kept horizontal in the technical solution of the present invention, the installation frame is limited by the limiting assembly. Subsequently, when the elevator deflects, it will drive the installation frame to slide up and down and act on the pressure sensor on the limiting sleeve plate, realizing the detection of the maximum force on the flight control surface drive mechanism, so as to facilitate the real-time monitoring of the force on the elevator during the later flight control to avoid the damage of the flight control surface drive mechanism causing the aircraft to lose control and crash, and improve the flight stability of the aircraft. 3. In the technical solution of the present invention, the drive motor drives the frame body to rotate from the vertical state to the horizontal state. At this time, the upper and lower clamping plates will rotate from the upper and lower vertical states to the horizontal state. By using the same operation for the rudder on the vertical stabilizer, the angle deflection accuracy of the rudder and the maximum force on the rudder drive mechanism can be tested, improving the functionality of the device. Description of the Drawings

[0018] Figure 1 is a schematic structural diagram of the present invention; Figure 2 is a cross-sectional view of the side view structure of the present invention; Figure 3 is a schematic diagram of the relevant structures on the disc and the frame body of the present invention; Figure 4 Rear view schematic diagram of relevant structures on the disc and the frame of the present invention; Figure 5 is Figure 2 the enlarged view of part A in Figure 6 Schematic diagram of relevant structures on the frame of the present invention; Figure 7 Schematic diagram of the structure between the card frame and the installation frame of the present invention; Figure 8 Schematic diagram of relevant structures on the card frame of the present invention.

[0019] Explanation of reference numerals: 1. Base; 2. Guide rail; 3. Sleeve frame; 4. First telescopic member; 5. Installation table; 6. Second telescopic member; 7. Installation seat; 8. Disc; 9. Driving motor; 10. Frame; 11. Annular chute; 12. Limit slider; 13. Front sliding rod; 14. Rear sliding rod; 15. Limit sleeve plate; 16. Third telescopic member; 17. Push plate; 18. First rotating plate; 19. Installation frame; 20. Card frame; 21. Front opening; 22. Rear opening; 23. Slide carriage; 24. Clamping plate; 25. Roller; 26. Spring; 27. Frame base; 28. Fourth telescopic member; 29. Push frame; 30. Second rotating plate; 31. First sleeve frame; 32. First rack; 33. Push rod; 34. Gear; 35. Opening; 36. Second rack; 37. Second sleeve frame. Detailed implementation manners

[0020] Next, the technical solutions in the embodiments of the present invention will be described clearly and completely in conjunction with the appended Figure 1 to the appended Figure 8 Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0021] Embodiment 1

[0022] As Figure 1-8 shown, the present invention discloses a simulation test device for an aircraft rudder transmission mechanism, including a base 1, an installation table 5 for installing an aircraft rudder surface transmission mechanism is arranged on the base 1, an adjustment assembly for adjusting the position of the installation table 5 is arranged on the base 1, a second telescopic member 6 is installed at the rear side of the base 1, and the upper output end of the second telescopic member 6 is connected with a disc 8, a driving motor 9 is installed at the center of the disc 8, the output end of the driving motor 9 is connected with a frame 10, the inner walls of both sides at the front end of the frame 10 are connected with front sliding rods 13, and an installation frame 19 is slidably sleeved on the front sliding rods 13, and a card frame 20 is rotatably connected to the front end of the installation frame 19; Among them, a plurality of installation points are provided on the installation platform 5 for installing the elevator and its transmission mechanism on the horizontal tail or the rudder and its transmission mechanism on the vertical tail; Sliding frames 23 are sleeved through the upper and lower sides of the clamping frame 20. One end of the sliding frame 23 extends into the clamping frame 20, and the other end extends outside the clamping frame 20. A clamping plate 24 is connected to the compression end on one side of the sliding frame 23 inside the clamping frame 20. A driving assembly is provided on the clamping frame 20. The driving assembly includes a power unit and a transmission mechanism. Front openings 21 and rear openings 22 are formed on the upper and lower sides of the clamping frame 20. The transmission mechanism is connected to the clamping plate 24 through the rear opening 22 for driving the clamping plates 24 on both sides to approach each other to clamp the aircraft rudder surface. A limiting assembly is arranged inside the frame body 10. The limiting assembly includes at least two limiting units slidably sleeved on the front sliding rod 13 and a driving unit for driving the limiting units to limit or release the installation frame 19. The limiting assembly is used to limit the installation frame 19 on the surface of the front sliding rod 13. A supporting assembly is further provided on the installation frame 19, and the supporting assembly is used to horizontally support the clamping frame 20.

[0023] The upper output end of the second telescopic member 6 is connected to an installation seat 7, and is connected to a disc 8 through the installation seat 7. An angle detection sensor is installed at the rotational connection of the clamping frame 20 and the installation frame 19, and the angle detection sensor can detect the angle between the clamping frame 20 and the installation frame 19 in real time.

[0024] A plurality of rollers 25 are rotatably installed at equal intervals on the mutually approaching side surfaces of the clamping plates 24 on the upper and lower sides, and pressure sensors are installed at the rotational connections of the rollers 25 and the clamping plates 24. In this way, when the clamping plates 24 on the upper and lower sides approach each other to clamp the rudder surface of the elevator or the rudder, the rollers 25 are in direct contact with the rudder surface, so that the sliding friction between the clamping plates 24 and the rudder surface can be adjusted to rolling friction. When the clamping plates 24 clamp the rudder surface, the rotation of the clamping frame 20 and the rolling of the rollers 25 on the surface of the rudder do not affect the deflection of the rudder surface. At the same time, when the clamping frame 20 limits the rotational adjustment of the rudder surface, the acting force between the rudder surface and the clamping plates 24 can also be detected through the pressure sensors.

[0025] An annular sliding groove 11 is formed on the disc 8. The upper and lower ends of the frame body 10 are both connected with limiting sliders 12, and each limiting slider 12 is slidably connected in the annular sliding groove 11. In this way, when the frame body 10 is driven to rotate by the driving motor 9, the frame body 10 can be stabilized in rotation through the sliding of the limiting sliders 12 at its two ends in the annular sliding groove 11.

[0026] Embodiment Two

[0027] As Figure 1-8As shown in the figure, the present invention discloses a simulation test device for an aircraft rudder drive mechanism. Compared with Embodiment 1, the structure of the positioning component is disclosed in this embodiment.

[0028] The adjusting component includes guide rails 2, sleeve frames 3, and first telescopic members 4. The two guide rails 2 are arranged in parallel and are respectively installed on both sides of the base 1. The sleeve frames 3 are slidably sleeved on the surfaces of the guide rails 2. The first telescopic members 4 are installed at the front and rear ends of each sleeve frame 3. The lower end surfaces of the mounting platforms 5 are commonly connected to the upper output ends of the respective first telescopic members 4.

[0029] In this way, the front and rear positions of the mounting platform 5 can be adjusted by the sliding of the sleeve frame 3 on the surface of the guide rail 2, and the height of the mounting platform 5 can be adjusted by the telescoping of the first telescopic member 4. When an elevator and its drive mechanism on the horizontal tail or a rudder and its drive mechanism on the vertical tail are installed on the mounting platform 5, the front and rear positions and height of the elevator or rudder can be flexibly adjusted to facilitate clamping the rudder surface between the two clamping plates 24 on both sides.

[0030] Embodiment 3

[0031] As Figure 1-8 shown in the figure, the present invention discloses a simulation test device for an aircraft rudder drive mechanism. Compared with Embodiment 2, the structure of the positioning component is disclosed in this embodiment.

[0032] The limiting unit includes limiting sleeve plates 15, and the driving unit includes a third telescopic member 16 and a push plate 17. The two limiting sleeve plates 15 are arranged vertically and are respectively located on the upper and lower sides of the mounting frame 19. Each limiting sleeve plate 15 is slidably sleeved on the outer side surface of the front sliding rod 13. The third telescopic member 16 is installed in the frame body 10. The push plate 17 is connected to the front output end of the third telescopic member 16. Rotating plates 18 are rotatably connected between the upper and lower ends of the push plate 17 and the upper and lower limiting sleeve plates 15.

[0033] It enables the push plate 17 to slide towards the mounting frame 19 by the elongation of the third telescopic member 16, so as to push the upper and lower limiting sleeve plates 15 to slide away from each other on the outer side of the front sliding rod 13 through the rotating plates 18. At the same time, the limiting of the up and down positions of the mounting frame 19 by the limiting sleeve plates 15 is cancelled. When the third telescopic member 16 contracts, the upper and lower limiting sleeve plates 15 can be driven to approach each other to limit the mounting frame 19.

[0034] A rear sliding rod 14 is also connected between the upper and lower inner walls of the frame body 10. The rear sliding rod 14 is located on the side of the front sliding rod 13 close to the disc 8. The rear end of each limiting sleeve plate 15 is slidably sleeved on the outer side surface of the rear sliding rod 14, which can ensure more stable sliding of the limiting sleeve plate 15 when it is pushed by the rotating plate 18.

[0035] When the limit sleeve plates 15 on the upper and lower sides cancel the limit on the installation frame 19, at this time, the upper and lower clamping plates 24 are driven by the driving component to clamp the rudder surface. Subsequently, during the test, the deflection of the elevator will drive the clamping plate 24 to slide on its surface through the roller 25. At the same time, the clamping frame 20 will rotate relative to the installation frame 19 and drive the installation frame 19 to slide on the surface of the front sliding rod 13. Then, the deflection of the elevator can be detected through the angle detection sensor arranged between the clamping frame 20 and the installation frame 19 to determine the deviation between its deflection angle and the preset angle, which is convenient for adjusting the elevator transmission mechanism to reduce errors and improve the flight control accuracy. When the rudder surface is parallel to the clamping plates 24 on both sides and the limit sleeve plates 15 on the upper and lower sides limit the installation frame 19, if the transmission structure drives the rudder surface to deflect at this time, due to the limitation of the limit sleeve plates 15, the installation frame 19 cannot slide and the rudder surface cannot deflect either. Then, the maximum force for the transmission mechanism to control the rudder surface can be detected to avoid the damage of the elevator transmission mechanism and the subsequent out-of-control crash of the aircraft during the subsequent flight, thus improving the flight stability of the aircraft.

[0036] Furthermore, the driving motor 9 drives the frame 10 to rotate from the vertical state to the horizontal state. At this time, the upper and lower clamping plates 24 will rotate from the upper and lower vertical states to the horizontal state. By performing the same operation on the rudder on the vertical fin, the angle deflection accuracy of the rudder and the maximum force of the rudder transmission mechanism can be tested, improving the functionality of the device.

[0037] Embodiment 4

[0038] As Figure 1-8 shown, the present invention discloses a simulation test device for an aircraft rudder transmission mechanism. Compared with Embodiment 3, the structure of the positioning component is disclosed in this embodiment.

[0039] The power unit includes the telescopic member four 28, the transmission mechanism includes the pushing frame 29 and the rotating plate two 30. The telescopic member four 28 is installed in the clamping frame 20. The pushing frame 29 is connected to the front output end of the telescopic member four 28. The upper and lower ends of the pushing frame 29 respectively slide through the upper and lower rear openings 22 and extend to the upper and lower outer sides of the clamping frame 20, and are rotationally connected to the clamping plate 24 through the rotating plate two 30.

[0040] Frame seats 27 are connected to the mutually remote sides of the upper and lower clamping plates 24. The end of the rotating plate two 30 away from the pushing frame 29 is rotationally connected to the frame seat 27. One end of the sliding frame 23 extending outside the clamping frame 20 is connected with a limiting plate, and a spring 26 sleeved on the outside of the sliding frame 23 is connected between the limiting plate and the sliding frame 23.

[0041] The elongation of the fourth telescopic member 28 can drive the upper and lower clamping plates 24 to approach each other, so as to clamp the rudder surface. During this process, the spring 26 can be compressed. When the fourth telescopic member 28 contracts, with the elastic force of the spring 26, the clamping plates 24 on both sides can slide and reset away from each other.

[0042] Embodiment 5

[0043] As Figure 1-8 shown, the present invention discloses a simulation test device for an aircraft rudder transmission mechanism. Compared with Embodiment 4, the structure of the positioning component is disclosed in this embodiment.

[0044] The support component includes a first sleeve frame 31, a first rack 32, a push rod 33, a gear 34, an opening 35, a second rack 36, and a second sleeve frame 37. The first sleeve frame 31 is connected to the upper and lower ends on both sides of the installation frame 19. The first rack 32 is slidably sleeved in each first sleeve frame 31. The push rod 33 is connected to the first rack 32 and is in sliding contact with the surface of the installation frame 19. Openings 35 are formed on the mutually approaching sides of the upper and lower first sleeve frames 31. The second rack 36 is slidably arranged between the upper and lower first racks 32. The gear 34 is rotatably connected to the installation frame 19, and the gear 34 is arranged on both the upper and lower sides of the second rack 36 and is between the upper and lower first racks 32. The mutually approaching sides of the upper and lower gears 34 are respectively meshed with the upper and lower sides of the second rack 36, and the mutually remote sides respectively penetrate through the upper and lower openings 35 and are meshed and connected with the first rack 32. The second sleeve frame 37 is connected to the second rack 36 and is slidably sleeved outside the push plate 17.

[0045] The setting of the support component can drive the push plate 17 to slide away from the installation frame 19 through the contraction of the third telescopic member 16 during the simulation test of the elevator on the horizontal tail or the rudder on the vertical tail, and drive the upper and lower limiting sleeve plates 15 to approach each other through the first rotating plate 18, so that the installation frame 19 is centered on the outer side of the front sliding rod 13. During this process, the push plate 17 will also drive the second sleeve frame 37 and the second rack 36 to slide, and drive the first rack 32 to slide in the opposite direction through the gear 34, that is, the first rack 32 slides away from the push plate 17, so as to push the push rod 33 to abut against the clamping frame 20 and rotate it to a perpendicular state with the installation frame 19, so as to facilitate the subsequent efficient and flexible sliding of the elevator into the space between the upper and lower clamping plates 24 and centering it, which is convenient for the subsequent clamping operation.

[0046] Further, when the angular accuracy needs to be tested, after the clamping plate 24 clamps the rudder surface, the centering limit of the limit sleeve plate 15 on the outer side of the front sliding rod 13 for the mounting frame 19 can be cancelled. When the maximum force is tested, the limit of the limit sleeve plate 15 on the mounting frame 19 can be maintained. At this time, the push rod 33 will also be limited by the clamping frame 20. In this way, when the rudder surface is clamped by the clamping plate 24, the clamping frame 20 cannot rotate, and the maximum force of the rudder surface transmission mechanism can be tested.

[0047] According to the disclosure and teaching of the above specification, those skilled in the art to which the present invention pertains can also make changes and modifications to the above embodiments. Therefore, the present invention is not limited to the specific embodiments disclosed and described above, and some modifications and changes to the present invention should also fall within the protection scope of the claims of the present invention. In addition, although some specific terms are used in this specification, these terms are only for convenience of description and do not constitute any limitation to the present invention.

Claims

1. A simulation test device for an aircraft rudder drive mechanism, comprising a base (1), on which there is an installation platform (5) for installing the aircraft rudder surface drive mechanism, an adjustment assembly for adjusting the position of the installation platform (5) is arranged on the base (1), a second telescopic member (6) is installed at the rear side of the base (1), and the upper output end of the second telescopic member (6) is connected to a disc (8), characterized in that, A driving motor (9) is installed at the center of the disc (8). The output end of the driving motor (9) is connected to a frame (10). The inner walls of the two sides at the front end of the frame (10) are connected with front sliding rods (13). An installation frame (19) is slidably sleeved on the front sliding rods (13). The front end of the installation frame (19) is rotatably connected with a clamping frame (20). Sliding frames (23) are slidably sleeved through the upper and lower sides of the clamping frame (20). One end of the sliding frame (23) extends into the clamping frame (20), and the other end extends outside the clamping frame (20). A clamping plate (24) is connected to the compression end of one side of the sliding frame (23) inside the clamping frame (20). A driving assembly is arranged on the clamping frame (20). The driving assembly includes a power unit and a transmission mechanism. Front openings (21) and rear openings (22) are formed in the upper and lower sides of the clamping frame (20). The transmission mechanism is connected to the clamping plate (24) through the rear opening (22) and is used to drive the two clamping plates (24) to approach each other to clamp the aircraft rudder surface. A limiting assembly is arranged in the frame (10). The limiting assembly includes at least two limiting units slidably sleeved on the front sliding rods (13) and a driving unit for driving the limiting units to limit or release the installation frame (19). The limiting assembly is used to limit the installation frame (19) on the surface of the front sliding rods (13). A supporting assembly is further arranged on the installation frame (19), and the supporting assembly is used to horizontally support the clamping frame (20).

2. The simulation test device for the rudder drive mechanism of an aircraft according to claim 1, characterized in that, The upper output end of the second telescopic member (6) is connected to a mounting seat (7) and is connected to the disc (8) through the mounting seat (7). An angle detection sensor is installed at the rotational connection between the clamping frame (20) and the installation frame (19).

3. The simulation test device for the rudder drive mechanism of an aircraft according to claim 1, characterized in that, A plurality of rollers (25) are rotatably installed at equal intervals on the mutually approaching side surfaces of the upper and lower clamping plates (24). A pressure sensor is installed at the rotational connection between the roller (25) and the clamping plate (24).

4. The simulation test device for the rudder drive mechanism of an aircraft according to claim 1, wherein An annular sliding groove (11) is formed in the disc (8). The upper and lower ends of the frame (10) are both connected with limiting sliders (12). Each limiting slider (12) is slidably connected in the annular sliding groove (11).

5. The simulation test device for the rudder drive mechanism of an aircraft according to claim 1, characterized in that, The adjusting assembly includes guide rails (2), a sleeve frame (3), and a first telescopic member (4). The guide rails (2) are arranged in two parallel lines and are respectively installed on both sides of the base (1). The sleeve frame (3) is slidably sleeved on the surface of the guide rails (2). The first telescopic member (4) is installed at the front and rear ends of each sleeve frame (3). The lower end surfaces of the mounting tables (5) are commonly connected to the upper output ends of the respective first telescopic members (4).

6. The simulation test device for the rudder drive mechanism of an aircraft according to claim 1, wherein The limiting unit includes a limiting sleeve plate (15), the driving unit includes a third telescopic member (16) and a pushing plate (17). The limiting sleeve plates (15) are provided in two, upper and lower, and are respectively located on the upper and lower sides of the installation frame (19). Each limiting sleeve plate (15) is slidably sleeved on the outer side of the front sliding rod (13). The third telescopic member (16) is installed in the frame body (10), and the pushing plate (17) is connected to the front output end of the third telescopic member (16). There are respectively rotatably connected a first rotating plate (18) between the upper and lower ends of the pushing plate (17) and the upper and lower limiting sleeve plates (15).

7. The simulation test device for the rudder drive mechanism of an aircraft according to claim 6, characterized in that, There is also a rear sliding rod (14) connected between the upper and lower inner walls of the frame body (10). The rear sliding rod (14) is located on the side of the front sliding rod (13) close to the disc (8). The rear end of each limiting sleeve plate (15) is slidably sleeved on the outer side of the rear sliding rod (14).

8. The simulation test device for the rudder drive mechanism of an aircraft according to claim 1, wherein, The power unit includes a fourth telescopic member (28), the transmission mechanism includes a pushing frame (29) and a second rotating plate (30). The fourth telescopic member (28) is installed in the clamping frame (20), and the pushing frame (29) is connected to the front output end of the fourth telescopic member (28). The upper and lower ends of the pushing frame (29) respectively slide through the upper and lower rear openings (22) and extend to the upper and lower outer sides of the clamping frame (20), and are rotatably connected to the clamping plate (24) through the second rotating plate (30).

9. The simulation test device for the rudder drive mechanism of an aircraft according to claim 8, characterized in that, On the mutually remote side surfaces of the upper and lower clamping plates (24), there are respectively connected a frame seat (27). The end of the second rotating plate (30) remote from the pushing frame (29) is rotatably connected to the frame seat (27). One end of the sliding frame (23) extending outside the clamping frame (20) is connected with a limiting plate, and a spring (26) sleeved on the outer side of the sliding frame (23) is connected between the limiting plate and the sliding frame (23).

10. The simulation test device for the rudder drive mechanism of an aircraft according to claim 1, characterized in that, The support assembly includes a first sleeve frame (31), a first rack (32), a push rod (33), a gear (34), an opening (35), a second rack (36), a second sleeve frame (37). The first sleeve frame (31) is connected at the upper and lower ends on both sides of the installation frame (19). The first rack (32) is slidably sleeved in each first sleeve frame (31). The push rod (33) is connected to the first rack (32) and is in sliding contact with the surface of the installation frame (19). Openings (35) are respectively provided on the mutually close sides of the upper and lower first sleeve frames (31). The second rack (36) is slidably arranged between the upper and lower first racks (32). The gear (34) is rotatably connected to the installation frame (19), and the gear (34) is provided on both the upper and lower sides of the second rack (36) and is located between the upper and lower first racks (32). The mutually close sides of the upper and lower gears (34) are respectively meshed with the upper and lower sides of the second rack (36), and the mutually remote sides respectively penetrate through the upper and lower openings (35) and are meshed and connected with the first rack (32). The second sleeve frame (37) is connected to the second rack (36) and is slidably sleeved on the outer side of the pushing plate (17).

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