A simulation test device for aircraft rudder transmission mechanism

Abstract

The present invention relates to the field of aircraft simulation testing, and specifically discloses a simulation test device for an aircraft rudder transmission mechanism, which solves the problem that existing winged unmanned aircraft cannot conveniently simulate and test the deflection angle and maximum force of the rudder surface, and is not convenient for accurately testing the flight control performance. The following scheme is proposed, which includes a base, a mounting platform, an adjustment component, a telescopic part 2, a disc, a drive motor, a frame, a front slide bar, a mounting frame, a clamping frame, a slide, and a splint. The clamping frame is provided with a drive component, and a limit component is provided in the frame. The limit component is used to limit the mounting frame to the surface of the front slide bar. The base is also provided with a support component, and the support component is used to horizontally support the clamping frame. This device can simulate and test the angle adjustment accuracy of the elevator or rudder of a winged unmanned aircraft and the maximum force of its transmission mechanism, making it convenient to understand the flight control performance of the distance and achieve precise control of the aircraft.

Description

Technical Field

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

[0002] Aircraft simulation testing is a critical step in verifying an aircraft's performance, functionality, and safety before actual flight through simulation technology, physical models, or virtual environments. Its core goals are to reduce R&D costs, shorten development cycles, mitigate risks, and optimize designs. Simulation testing of an aircraft's rudder transmission mechanism is crucial for verifying the coordinated performance of control surfaces (such as elevators, rudders, and ailerons) and their drive systems (such as motors, hydraulic servos, and linkages). Testing must cover key indicators such as transmission accuracy, load capacity, reliability, and fault tolerance to ensure the aircraft's precise attitude control through the control surfaces during flight.

[0003] With the development of technology, the application of winged drones is becoming more and more widespread. Winged drones can achieve higher flight speeds and can perform tasks efficiently. However, the flight control of winged drones is also very complex. When operating them, it is necessary to control the elevator on the horizontal tail to achieve elevation and the rudder on the vertical tail to achieve steering. Currently, in the research and development and design of winged drones, there is generally no equipment that can effectively simulate the elevator and rudder to verify the stability of the rudder transmission mechanism. In particular, it is impossible to test the accuracy of angle control and the maximum force of the rudder transmission mechanism.

[0004] Publication number CN115924122A is a device for testing the deflection angle of an aircraft servo, which discloses "a device for testing the deflection angle of an aircraft servo, comprising a shell, a wing plate, a first frame and a second frame, an air outlet being provided on one side of the shell, the wing plate being vertically arranged in the air outlet, a main air duct being fixed on the other side of the shell, a mounting frame being fixedly connected to the upper end of the shell, a measuring mechanism being connected to the mounting frame, the measuring mechanism being used to test the change in the mechanical deflection angle of the servo when the wing plate is exposed to wind, and being able to test the influence of the mechanical clearance on the mechanical deflection angle of the servo under windless conditions, a spoiler mechanism being provided in the shell, the spoiler mechanism being used to provide crosswind acting on both sides of the wing plate during the test. The device for testing the deflection angle of an aircraft servo can simulate a variety of working conditions with different wind directions, test the servo's control ability over the mechanical deflection angle under complex airflow conditions, and can also quickly test the influence of the clearance in the servo transmission mechanism itself on the mechanical deflection angle".

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

[0006] In order to overcome the shortcomings of the existing technology, the present invention proposes a simulation test device for an aircraft rudder transmission mechanism, which can simulate and test the accuracy of the deflection angle of the aircraft's elevator or rudder and the maximum force of its transmission mechanism to determine the flight control performance and stability of the aircraft, thereby improving the precise control of the aircraft.

[0007] In order to solve the above technical problems, the basic technical solutions proposed by the present invention are:

[0008] A simulation test device for an aircraft rudder transmission mechanism, comprising a base, a mounting platform for mounting an aircraft rudder surface transmission mechanism provided on the base, an adjustment assembly for adjusting the position of the mounting platform provided on the base, a second telescopic member installed on the rear side of the base, and a disc connected to the upper output end of the telescopic member, a drive motor installed at the center of the disc, an output end of the drive motor connected to a frame, front sliding rods connected to the inner walls of both sides of the front end of the frame, a mounting frame slidably sleeved on the front sliding rod, and a clamping frame rotatably connected to the front end of the mounting frame;

[0009] The cam is secured to the chassis and has a rear end secured to the chassis, and the cam has a rear end secured to the chassis, the rear end being secured to the chassis.

[0010] Preferably, the upper output end of the telescopic member 2 is connected to a mounting seat and is connected to the disc through the mounting seat, and an angle detection sensor is installed at the rotation connection between the clamping frame and the mounting frame.

[0011] Preferably, the clamping plates on the upper and lower sides are close to each other on one side and are rotatably mounted at equal intervals, and pressure sensors are installed at the rotational connections between the rollers and the clamping plates.

[0012] Preferably, an annular chute is provided on the disc, and the upper and lower ends of the frame are connected to limit sliders, and each of the limit sliders is slidably connected in the annular chute.

[0013] Preferably, the adjustment assembly includes a guide rail, a sleeve frame, and a telescopic part. The guide rails are two parallel to each other and are respectively installed on both sides of the base. The sleeve frame is slidably sleeved on the surface of the guide rail. The telescopic part is installed at the front and rear ends of each sleeve frame. The lower end surface of the mounting platform is commonly connected to the upper output end of each telescopic part.

[0014] Preferably, the limit unit includes a limit sleeve, the driving unit includes a telescopic part three and a push plate, the limit sleeve is set in two upper and lower positions, and is respectively located on the upper and lower sides of the mounting frame, each limit sleeve is slidably mounted on the outer side of the front slide rod, the telescopic part three is installed in the frame, the push plate is connected to the front output end of the telescopic part three, and a rotating plate one is rotatably connected between the upper and lower ends of the push plate and the limit sleeves on the upper and lower sides.

[0015] Preferably, a rear slide bar is connected between the upper and lower inner walls of the frame, and the rear slide bar is located on the side of the front slide bar close to the disc, and the rear end of each limiting sleeve is slidably sleeved on the outer side of the rear slide bar.

[0016] Preferably, the power unit includes a telescopic part four, the transmission mechanism includes a push frame and a rotating plate two, the telescopic part four is installed in the card frame, the push frame is connected to the front output end of the telescopic part four, the upper and lower ends of the push frame slide through the upper and lower rear openings respectively, and extend to the upper and lower outer sides of the card frame, and are rotatably connected to the splint through the rotating plate two.

[0017] Preferably, the clamping plates on the upper and lower sides are connected to a frame seat at one side away from each other, the end of the rotating plate 2 away from the push frame is rotatably connected to the frame seat, the end of the slide extending outside the card frame is connected to a limiting plate, and a spring mounted on the outside of the slide is connected between the limiting plate and the slide.

[0018] The gears are connected to each other on both sides of the gear train, and the gears are meshed with the upper and lower ends of the gear train, and the gears are arranged on the upper and lower sides of the gear train, and the meshing ends of the gear train are connected to each other on both sides of the gear train.

[0019] The beneficial effects of the present invention are:

[0020] 1. The technical solution of the present invention is to install the aircraft rudder transmission mechanism on a mounting platform, then control the mounting platform to slide, slide the elevator on the horizontal tail between the upper and lower clamping plates, and drive the upper and lower clamping plates to clamp the rudder surface through a drive assembly. Subsequently, during testing, the deflection of the elevator will drive the clamping plates to slide on the surface of the clamping plates via rollers. At the same time, the clamping frame will rotate relative to the mounting frame and drive the mounting frame to slide on the surface of the front slide bar. The deflection of the elevator can be detected by an angle detection sensor provided between the clamping frame and the mounting frame to determine the deviation of its deflection angle from a preset angle, thereby facilitating adjustment of the elevator transmission mechanism, thereby reducing errors and improving flight control accuracy.

[0021] 2. The technical solution of the present invention limits the mounting frame by means of a limit assembly when the elevator is kept level. Subsequently, when the elevator deflects, the mounting frame is driven to slide up and down, interacting with the pressure sensor on the limit sleeve to detect the maximum force applied to the elevator transmission mechanism. This facilitates real-time monitoring of the elevator force during subsequent flight control operations, preventing damage to the elevator transmission mechanism that could cause the aircraft to lose control and crash, thereby improving the aircraft's flight stability.

[0022] 3. The technical solution of the present invention drives the frame to rotate from a vertical state to a horizontal state through a driving motor. At this time, the upper and lower clamping plates will rotate from the upper and lower vertical states to the horizontal state. The rudder on the vertical tail is subjected to the same operation to test the angular deflection accuracy of the rudder and the maximum force of the rudder transmission mechanism, thereby improving the functionality of the device. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a structural schematic diagram of the present invention;

[0024] Figure 2 is a cross-sectional view of the side structure of the present invention;

[0025] Figure 3 It is a schematic diagram of the related structures on the disc and frame of the present invention;

[0026] Figure 4 It is a rear view schematic diagram of the related structures on the disc and the frame of the present invention;

[0027] Figure 5 for Figure 2 Enlarged view of point A in the middle;

[0028] Figure 6 It is a schematic diagram of the relevant structure on the frame of the present invention;

[0029] Figure 7 This is a schematic diagram of the structure between the card frame and the installation frame of the present invention;

[0030] Figure 8 It is a schematic diagram of the relevant structure on the card frame of the present invention.

[0031] Description of reference numerals:

[0032] 1. Base; 2. Guide rail; 3. Sleeve frame; 4. Telescopic part 1; 5. Mounting table; 6. Telescopic part 2; 7. Mounting seat; 8. Disc; 9. Drive motor; 10. Frame; 11. Annular slide; 12. Limit slider; 13. Front slide bar; 14. Rear slide bar; 15. Limit sleeve; 16. Telescopic part 3; 17. Push plate; 18. Turn plate 1; 19. Mounting frame; 20. Card frame; 21. Front opening; 22. Rear opening; 23. Slide; 24. Clamp; 25. Roller; 26. Spring; 27. Frame seat; 28. Telescopic part 4; 29. ​​Push frame; 30. Turn plate 2; 31. Sleeve frame 1; 32. Rack 1; 33. Push rod; 34. Gear; 35. Opening; 36. Rack 2; 37. Sleeve frame 2. DETAILED DESCRIPTION

[0033] The following will be combined with the Figure 1 To the attached Figure 8 The technical solutions in the embodiments of the present invention are clearly and completely described. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort shall fall within the scope of protection of the present invention.

[0034] Example 1

[0035] like Figure 1-8As shown, the present invention discloses a simulation test device for an aircraft rudder transmission mechanism, comprising a base 1, a mounting platform 5 for mounting an aircraft rudder surface transmission mechanism is provided on the base 1, an adjustment component for adjusting the position of the mounting platform 5 is provided on the base 1, a telescopic member 6 is installed on the rear side of the base 1, and a disc 8 is connected to the upper output end of the telescopic member 6, a drive motor 9 is installed at the center of the disc 8, and the output end of the drive motor 9 is connected to a frame 10, a front slide bar 13 is connected to the inner walls on both sides of the front end of the frame 10, and a mounting frame 19 is slidably sleeved on the front slide bar 13, and a clamping frame 20 is rotatably connected to the front end of the mounting frame 19;

[0036] Among them, the mounting platform 5 is provided with a plurality of mounting points for mounting the elevator and its transmission mechanism on the horizontal tail or the rudder and its transmission mechanism on the vertical tail;

[0037] The sliding sleeves passing through the upper and lower sides of the card frame 20 are provided with a slide 23, one end of the slide 23 extends inside the card frame 20, and the other end extends outside the card frame 20. The slide 23 is connected to a clamping plate 24 at the compression end on one side of the card frame 20. A driving assembly is provided on the card frame 20. The driving assembly includes a power unit and a transmission mechanism. The card frame 20 is provided with a front opening 21 and a rear opening 22 on the upper and lower sides. The transmission mechanism is connected to the clamping plate 24 through the rear opening 22, which is used to drive the clamping plates 24 on both sides to approach each other to clamp the aircraft control surface. A limiting assembly is provided in the frame body 10, which includes at least two limiting units slidingly sleeved on the front slide bar 13, and a driving unit for driving the limiting unit to limit or release the mounting frame 19. The limiting assembly is used to limit the mounting frame 19 to the surface of the front slide bar 13. A supporting assembly is also provided on the mounting frame 19, which is used to horizontally support the card frame 20.

[0038] The upper output end of the telescopic part 2 6 is connected to the mounting seat 7, and is connected to the disc 8 through the mounting seat 7. An angle detection sensor is installed at the rotating connection between the card frame 20 and the mounting frame 19. The angle detection sensor can detect the angle between the card frame 20 and the mounting frame 19 in real time.

[0039] The upper and lower splints 24 are close to each other and are installed with multiple rollers 25 rotating at equal intervals on one side, and a pressure sensor is installed at the rotating connection between the rollers 25 and the splints 24. In this way, when the upper and lower splints 24 are close to each other to clamp the rudder surface of the elevator or rudder, the rollers 25 directly contact the rudder surface. In this way, the sliding friction between the splints 24 and the rudder surface can be adjusted to rolling friction, which makes it convenient that when the splints 24 clamp the rudder surface, the rotation of the clamping frame 20 and the rolling of the rollers 25 on the rudder surface will not affect the deflection of the rudder surface. At the same time, when the clamping frame 20 limits the rotation adjustment of the rudder surface, the pressure sensor can also be used to detect the force between the rudder surface and the splint 24.

[0040] An annular chute 11 is provided on the disc 8, and the upper and lower ends of the frame 10 are connected to limit sliders 12, and each limit slider 12 is slidably connected in the annular chute 11. In this way, when the frame 10 is driven to rotate by the driving motor 9, the frame 10 can stabilize the rotation of the frame 10 by sliding the limit sliders 12 at both ends of the frame 10 in the annular chute 11.

[0041] Example 2

[0042] like Figure 1-8 As shown, the present invention discloses a simulation test device for an aircraft rudder transmission mechanism. Compared with the first embodiment, this embodiment discloses the structure of a positioning assembly.

[0043] The adjustment assembly includes a guide rail 2, a sleeve frame 3, and a telescopic member 4. The guide rails 2 are two parallel sets and are respectively installed on both sides of the base 1. The sleeve frame 3 is slidably sleeved on the surface of the guide rail 2. The telescopic member 4 is installed at the front and rear ends of each sleeve frame 3. The lower end surface of the mounting platform 5 is commonly connected to the upper output end of each telescopic member 4.

[0044] In this way, the front and rear position of the mounting platform 5 can be adjusted by sliding the sleeve frame 3 on the surface of the guide rail 2, and the height of the mounting platform 5 can be adjusted by telescoping the telescopic member 4. When the elevator on the horizontal tail and its transmission mechanism or the rudder on the vertical tail and its transmission mechanism are installed on the mounting platform 5, the front and rear position and height of the elevator or rudder can be flexibly adjusted to facilitate clamping the rudder surface between the clamping plates 24 on both sides.

[0045] Example 3

[0046] like Figure 1-8 As shown, the present invention discloses a simulation test device for an aircraft rudder transmission mechanism. Compared with the second embodiment, this embodiment discloses the structure of a positioning component.

[0047] The limiting unit includes a limiting sleeve 15, and the driving unit includes a telescopic member 3 16 and a push plate 17. The limiting sleeve 15 is set in two upper and lower positions and is respectively located on the upper and lower sides of the mounting frame 19. Each limiting sleeve 15 is slidably sleeved on the outer side of the front slide bar 13, and the telescopic member 3 16 is installed in the frame 10. The push plate 17 is connected to the front output end of the telescopic member 3 16. The upper and lower ends of the push plate 17 are rotatably connected to the limiting sleeves 15 on the upper and lower sides with a rotating plate 18.

[0048] The extension of the telescopic part three 16 can drive the push plate 17 to slide toward the installation frame 19, so that the upper and lower limit sleeves 15 can be pushed to slide away from each other on the outside of the front slide bar 13 through the rotating plate 18. At the same time, the limit sleeve 15 cancels the limit on the upper and lower positions of the installation frame 19. When the telescopic part three 16 contracts, it can drive the upper and lower limit sleeves 15 to move closer to each other to limit the installation frame 19.

[0049] A rear slide bar 14 is also connected between the upper and lower inner walls of the frame 10. The rear slide bar 14 is located on the side of the front slide bar 13 close to the disc 8. The rear end of each limiting sleeve 15 is slidably sleeved on the outer side surface of the rear slide bar 14. This ensures that the limiting sleeve 15 can be more stable when it is pushed to slide by the rotating plate 18.

[0050] When the upper and lower limiting sleeves 15 cancel the limit on the mounting frame 19, the upper and lower clamping plates 24 are driven by the driving assembly to clamp the rudder surface. Subsequently, during testing, the deflection of the elevator will drive the clamping plates 24 to slide on the surface of the elevator via the rollers 25. At the same time, the clamping frame 20 will rotate relative to the mounting frame 19 and drive the mounting frame 19 to slide on the surface of the front slide bar 13. The deflection of the elevator can be detected by the angle detection sensor provided between the clamping frame 20 and the mounting frame 19 to determine the deviation of the deflection angle from the preset angle, which facilitates the adjustment of the elevator transmission mechanism to reduce errors and improve flight control accuracy.

[0051] When the rudder surface is parallel to the clamping plates 24 on both sides, and the upper and lower limit sleeves 15 limit the mounting frame 19, if the transmission structure drives the rudder surface to deflect, the mounting frame 19 cannot slide due to the limitation of the limit sleeves 15, and the rudder surface cannot deflect. In this way, the maximum force exerted by the transmission mechanism on the rudder surface can be detected, so as to avoid damage to the elevator transmission mechanism in subsequent flight, causing the aircraft to lose control and crash, thereby improving the flight stability of the aircraft.

[0052] Furthermore, by driving the motor 9 to drive the frame 10 to rotate from a vertical state to a horizontal state, the upper and lower clamping plates 24 will rotate from a vertical state to a horizontal state. The same operation is performed on the rudder on the vertical tail, so that the angular deflection accuracy of the rudder and the maximum force of the rudder transmission mechanism can be tested, thereby improving the functionality of the device.

[0053] Example 4

[0054] like Figure 1-8 As shown, the present invention discloses a simulation test device for an aircraft rudder transmission mechanism. Compared with the third embodiment, this embodiment discloses the structure of a positioning component.

[0055] The power unit includes a telescopic part 28, a transmission mechanism includes a push frame 29 and a rotating plate 30, the telescopic part 28 is installed in the card frame 20, the push frame 29 is connected to the front output end of the telescopic part 28, and the upper and lower ends of the push frame 29 slide through the upper and lower rear openings 22 respectively, and extend to the upper and lower outer sides of the card frame 20, and are rotatably connected to the splint 24 through the rotating plate 30.

[0056] The upper and lower clamping plates 24 are connected to a frame seat 27 on one side away from each other. The end of the rotating plate 20 away from the push frame 29 is rotatably connected to the frame seat 27. The end of the slide 23 extending outside the card frame 20 is connected to the limit plate, and a spring 26 is connected between the limit plate and the slide 23 and is sleeved on the outside of the slide 23.

[0057] The extension of the telescopic member 28 can drive the upper and lower clamps 24 to approach each other to achieve the clamping of the rudder surface. During the process, the spring 26 can be compressed. When the telescopic member 28 contracts, the clamps 24 on both sides can slide away from each other with the help of the elastic force of the spring 26 to reset.

[0058] Example 5

[0059] like Figure 1-8 As shown, the present invention discloses a simulation test device for an aircraft rudder transmission mechanism. Compared with the fourth embodiment, this embodiment discloses the structure of a positioning component.

[0060] The supporting assembly includes a sleeve frame 31, a rack 1 32, a push rod 33, a gear 34, an opening 35, a rack 2 36, and a sleeve frame 2 37. The sleeve frame 1 31 is connected at the upper and lower ends on both sides of the mounting frame 19. The rack 1 32 is slidably sleeved in each sleeve frame 1 31. The push rod 33 is connected to the rack 1 32 and slides in contact with the surface of the mounting frame 19. The sleeve frames 1 31 on the upper and lower sides are each provided with an opening 35 on the side close to each other. The rack 2 36 is slidably set between the upper and lower racks 1 32. The gear 34 is rotatably connected to the mounting frame 19, and the gear 34 is provided on the upper and lower sides of the rack 2 36 and is located between the upper and lower racks 1 32. The gears 34 on the upper and lower sides are respectively meshed with the upper and lower sides of the rack 2 36 on the side close to each other, and penetrate the upper and lower openings 35 on the side away from each other and are meshed with the rack 1 32. The sleeve frame 2 37 is connected to the rack 2 36 and slidably sleeved on the outer side of the push plate 17.

[0061] The arrangement of the support assembly can, when conducting a simulation test of the elevator on the horizontal tail or the rudder on the vertical tail, drive the push plate 17 to slide away from the mounting frame 19 through the contraction of the telescopic member 3 16, and pull the upper and lower limit sleeves 15 closer to each other through the rotating plate 18, so that the mounting frame 19 is centered on the outer side of the front slide bar 13. During the process, the push plate 17 will also pull the sleeve frame 2 37 and the rack 2 36 to slide, and drive the rack 1 32 to slide in the opposite direction through the gear 34, that is, make the rack 1 32 slide away from the push plate 17, so as to push the push rod 33 to contact the card frame 20, and rotate it to a vertical and horizontal state with the mounting frame 19, that is, to facilitate the subsequent adjustment of the height and front and rear position of the mounting platform 5, and to slide the elevator efficiently and flexibly between the upper and lower clamping plates 24 and center it, so as to facilitate the subsequent clamping operation.

[0062] Furthermore, when it is necessary to test the angle accuracy, after the splint 24 clamps the rudder surface, the centering limit of the limiting sleeve 15 on the mounting frame 19 on the outside of the front slide bar 13 can be cancelled. When the maximum force is tested, the limit of the limiting sleeve 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 splint 24, the clamping frame 20 cannot rotate, and the maximum force of the rudder surface transmission mechanism can be tested.

[0063] Based on the disclosure and teachings of the above description, those skilled in the art may 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 modifications and variations of the present invention should also fall within the scope of protection of the claims of the present invention. In addition, although certain specific terms are used in this description, 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 transmission mechanism, comprising a base (1), a mounting platform (5) for mounting the aircraft rudder transmission mechanism is provided on the base (1), an adjustment component for adjusting the position of the mounting platform (5) is provided on the base (1), a telescopic member 2 (6) is installed on the rear side of the base (1), and a disc (8) is connected to the upper output end of the telescopic member 2 (6), characterized in that: A driving motor (9) is installed at the center of the disc (8), and the output end of the driving motor (9) is connected to a frame (10). The inner walls on both sides of the front end of the frame (10) are connected to a front slide bar (13), and a mounting frame (19) is provided on the sliding sleeve of the front slide bar (13). The front end of the mounting frame (19) is rotatably connected to a clamping frame (20); The sliding sleeves passing through the upper and lower sides of the card frame (20) are provided with a slide (23), one end of the slide (23) extends inside the card frame (20), and the other end extends outside the card frame (20), and the compression end of the slide (23) on one side inside the card frame (20) is connected to a clamping plate (24), and the card frame (20) is provided with a driving component, and the driving component includes a power unit and a transmission mechanism. The upper and lower sides of the card frame (20) are provided with a front opening (21) and a rear opening (22), and the transmission mechanism is connected to the clamping plate (24) through the rear opening (22). 24) connection, used for driving the clamping plates (24) on both sides to approach each other to clamp the aircraft control surface, a limit assembly is provided in the frame (10), the limit assembly includes at least two limit units slidably sleeved on the front slide bar (13), and a driving unit for driving the limit units to limit or release the installation frame (19), the limit assembly is used to limit the installation frame (19) on the surface of the front slide bar (13), and a support assembly is also provided on the installation frame (19), the support assembly is used to horizontally support the clamping frame (20); The upper output end of the telescopic member 2 (6) is connected to a mounting seat (7) and is connected to the disc (8) via the mounting seat (7); an angle detection sensor is installed at the rotation connection between the clamping frame (20) and the mounting frame (19); The clamping plates (24) on the upper and lower sides are close to each other on one side and are rotatably mounted with a plurality of rollers (25) at equal intervals, and a pressure sensor is mounted at the rotational connection between the rollers (25) and the clamping plates (24); The limiting unit includes a limiting sleeve (15), and the driving unit includes a telescopic member three (16) and a push plate (17). The limiting sleeve (15) is provided in two upper and lower positions and is respectively located on the upper and lower sides of the mounting frame (19). Each limiting sleeve (15) is slidably sleeved on the outer side of the front slide bar (13). The telescopic member three (16) is mounted in the frame (10). The push plate (17) is connected to the front output end of the telescopic member three (16). The upper and lower ends of the push plate (17) are rotatably connected to the limiting sleeves (15) on the upper and lower sides with a rotating plate one (18). The power unit includes a telescopic member four (28), and the transmission mechanism includes a push frame (29) and a rotating plate two (30). The telescopic member four (28) is installed in the card frame (20), and the push frame (29) is connected to the front output end of the telescopic member four (28). The upper and lower ends of the push frame (29) slide through the upper and lower rear openings (22) respectively, and extend to the upper and lower outer sides of the card frame (20), and are rotatably connected to the splint (24) through the rotating plate two (30).

2. A simulation test device for an aircraft rudder transmission mechanism according to claim 1, characterized in that: An annular chute (11) is provided on the disc (8), and the upper and lower ends of the frame (10) are connected to limit sliders (12), and each limit slider (12) is slidably connected in the annular chute (11).

3. The simulation test device for an aircraft rudder transmission mechanism according to claim 1, characterized in that: The adjustment assembly comprises a guide rail (2), a sleeve frame (3), and a telescopic member (4). The guide rail (2) is provided in two parallel positions and is respectively mounted on both sides of the base (1). The sleeve frame (3) is slidably mounted on the surface of the guide rail (2). The telescopic member (4) is mounted at both the front and rear ends of each sleeve frame (3). The lower end surface of the mounting platform (5) is commonly connected to the upper output end of each telescopic member (4).

4. The simulation test device for an aircraft rudder transmission mechanism according to claim 1, characterized in that: A rear slide bar (14) is further connected between the upper and lower inner walls of the frame (10). The rear slide bar (14) is located on the side of the front slide bar (13) close to the disc (8). The rear end of each of the limiting sleeves (15) is slidably sleeved on the outer side of the rear slide bar (14).

5. The simulation test device for an aircraft rudder transmission mechanism according to claim 1, characterized in that: The clamping plates (24) on the upper and lower sides are connected to a frame seat (27) at one side away from each other, and the end of the rotating plate (30) away from the push frame (29) is rotatably connected to the frame seat (27), and the end of the slide (23) extending outside the clamping frame (20) is connected to a limit plate, and a spring (26) sleeved on the outside of the slide (23) is connected between the limit plate and the slide (23).

6. The simulation test device for an aircraft rudder transmission mechanism according to claim 1, characterized in that: The support assembly includes a sleeve frame (31), a rack (32), a push rod (33), a gear (34), an opening (35), a rack (36), and a sleeve frame (37). The sleeve frame (31) is connected to both upper and lower ends of the mounting frame (19). The rack (32) is slidably mounted in each sleeve frame (31). The push rod (33) is connected to the rack (32) and slides in contact with the surface of the mounting frame (19). The sleeve frames (31) on both upper and lower sides are each provided with an opening (35) on one side close to each other. The rack (36) ) is slidably arranged between the upper and lower racks 1 (32), the gear (34) is rotatably connected to the mounting frame (19), and the gear (34) is arranged on both the upper and lower sides of the rack 2 (36) and is located between the upper and lower racks 1 (32), the gears (34) on the upper and lower sides are respectively meshed with the upper and lower sides of the rack 2 (36) on the side close to each other, and are respectively penetrated through the upper and lower openings (35) on the side away from each other and meshed with the rack 1 (32), the sleeve frame 2 (37) is connected to the rack 2 (36) and is slidably sleeved on the outer side of the push plate (17).

Images