A joystick capable of linking an aircraft cockpit control system

Abstract

The present invention relates to the technical field of aviation control devices, and discloses a joystick that can be linked to an aircraft cockpit control system; the joystick comprises a linkage conversion device, a pitch linkage centering device, and a roll linkage centering device, wherein the linkage conversion devices are respectively arranged at the two end positions of the top of the pitch linkage centering device, and the roll linkage centering device is arranged at the bottom position of the pitch linkage centering device; the joystick also comprises a pitch angle acquisition device and a roll angle acquisition device, wherein the pitch angle acquisition device and the roll angle acquisition device acquire motion data generated by the joystick action and output it to the aircraft cockpit control system, and the aircraft cockpit control system controls the flight attitude according to the motion data; the joystick is a linkage structure, so that the operations of the pilot and co-pilot are synchronized and have the same operating effect. The present invention relies on mechanical transmission and elastic components to provide mechanical transmission feedback, and assists the electric propulsion component to perform fine adjustment; the structure is compact, the control is simple, and the maintenance is convenient.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation control devices, in particular to a control lever capable of being linked to an aircraft cockpit control system. Background Art

[0002] The joystick in an aircraft cockpit is a control device used to operate the aircraft. It is one of the primary manual controls used by pilots to control the aircraft's flight, attitude, and flight status. With the rapid development of the domestic aviation industry, the number of aircraft and the demand for pilot training are increasing. However, flight training is expensive. Therefore, the rational use of the joystick in basic pilot training can not only reduce training costs, but also improve training safety and reduce environmental pollution.

[0003] Currently, most of the joysticks on the civil aircraft market are mechanical or fly-by-wire, using a central stick to simulate and control the pitch and roll movements of the aircraft during flight. However, there are problems with insufficient or excessive transmission feedback accuracy and sensitivity. In addition, there are delays in real-time data transmission, which will reduce the transmission feedback feeling during pilot training and affect training results. In addition, the maintenance and update costs of existing cockpit joysticks are high.

[0004] Therefore, it is very meaningful to reduce training and maintenance costs while improving the pilot's experience of transmission feedback during driving and training, and to develop a low-cost, interlockable, better training effect, and more compatible aircraft cockpit joystick. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the related art. To this end, the present invention provides a joystick that can be linked to an aircraft cockpit control system.

[0006] A joystick capable of linking an aircraft cockpit control system comprises a control linkage conversion device, a pitch linkage centering device and a roll linkage centering device.

[0007] The control linkage conversion device is arranged at both ends of the pitch linkage centering device.

[0008] The roll linkage centering device is arranged in the middle of the pitch linkage centering device.

[0009] The pitch linkage centering device includes a transmission shaft, a cross tube, a cam assembly, a swing arm assembly, a pitch force assembly and a power conversion assembly.

[0010] The cam assembly is connected to the transmission shaft, and the swing arm assembly is arranged on the cross tube;

[0011] The relative movement between the cam assembly and the swing arm assembly generates a damping force for the rolling action;

[0012] The power conversion assembly transmits the damping force of the pitching motion generated by the pitching force assembly to the pitch linkage centering device;

[0013] The damping force of the rolling action and the damping force of the pitching action are fed back to the driver through the control linkage conversion device;

[0014] It also includes a pitch angle acquisition device and a roll angle acquisition device,

[0015] The pitch angle acquisition device and the roll angle acquisition device acquire motion data generated by the joystick movement and output the data to the aircraft cockpit control system, which controls the flight attitude according to the motion data.

[0016] The joystick is a linkage structure, so that the driver and co-pilot's operations are synchronized and have the same operating effects.

[0017] Furthermore, the control linkage conversion device includes a rolling handle and a transmission rod.

[0018] The rolling handle includes a left rolling handle and a right rolling handle,

[0019] The rolling handle is engaged with the upper bevel gear on the transmission rod through the handle bevel gear provided thereon;

[0020] A vertical rod is provided on the outside of the transmission rod, and the vertical rod is connected to the pitch linkage centering device. The roll handle is connected to the pitch linkage centering device through the vertical rod provided on the outside of the transmission rod.

[0021] The vertical rod is used to support the roll handle and ensure that the pitch operation is fully transmitted to the pitch linkage centering device.

[0022] Furthermore, bearing seats are connected to both ends of the transverse tube to enable the transverse tube to rotate freely.

[0023] A transmission rod is rotatably fixed on the horizontal tube, and the vertical rod is fixedly connected to the horizontal tube.

[0024] The transmission shaft is coaxially provided with two rolling bevel gears arranged in the same direction, which are respectively engaged with the lower bevel gears arranged on the two transmission rods.

[0025] The two rolling bevel gears are set in the same direction to ensure that the rolling operations of the two rolling handles are synchronized in the same direction;

[0026] An upper pressing block is provided on the transverse tube, and a lower pressing block is provided on the transmission shaft. The upper pressing block and the lower pressing block are connected to limit the distance between the transverse tube and the transmission shaft to ensure stable meshing between the rolling bevel gear and the lower bevel gear.

[0027] Furthermore, a fixing plate is provided on the transverse tube; an angle rod is connected to the fixing plate, and an angle sensor 1 is connected to the angle rod, and the angle sensor 1 is used to measure the operating state of the driver's pitch angle control;

[0028] The transmission shaft is provided with an angle gear set, and the angle gear set is connected to an angle sensor 2, and the angle sensor 2 is used to measure the operating state of the driver's roll angle control.

[0029] Furthermore, the cam assembly includes a camshaft; a right cam, a middle cam and a left cam are alternately arranged on the camshaft;

[0030] The cams are all wedge-shaped, the cams and the camshaft are integrally formed, and a roller is provided on the top of the cam;

[0031] The swing arm assembly includes a housing connected to the cross tube, with two middle clamping blocks provided on both sides of the middle of the housing; a left clamping block and a fixed block are provided on both sides of the middle clamping block;

[0032] A right clamping block and a fixed block are respectively provided on both sides of the other middle clamping block;

[0033] The clamping block and the fixing block are both rotatably fixed on the casing.

[0034] Furthermore, the angle between the right cam center, the middle cam center and the camshaft center is the right cam angle;

[0035] The angle between the left cam center, the middle cam center and the camshaft center is the left cam angle;

[0036] The right cam angle is the same as the left cam angle, and the angle range is 15° to 45°;

[0037] The left clamping block, the right clamping block and the two fixed blocks are staggeredly arranged on both sides of the middle clamping block; the left clamping block and the right clamping block are arranged on different sides of the two middle clamping blocks;

[0038] The two center clamps are connected by a spring;

[0039] The right clamping block is connected to the fixed block on the same side by a spring;

[0040] The left clamping block is connected to the fixed block on the same side by a spring.

[0041] The middle cam is located between the two middle clamping blocks, the right cam is on the same side as the right clamping block, and the left cam is on the same side as the left clamping block.

[0042] Furthermore, the power conversion assembly includes a reversing seat and a reversing plate rotatably fixed on the reversing seat, and a transmission plate and a connecting rod are rotatably fixed to both ends of the reversing plate;

[0043] The rotatable connection method adopts a rotating shaft connection;

[0044] The transmission plate is connected to a rotating arm, and the connecting rod is connected to the pitch force assembly;

[0045] The rotating arm is connected to the transverse tube through a fixing plate.

[0046] Furthermore, the pitch force assembly includes two upper and lower rocker arm covers, one end of each rocker arm cover is rotatably fixed to the two ends of the connecting shaft, and the other end of each rocker arm cover is rotatably connected to a rear clamping block and a front clamping block, and the rear clamping block and the front clamping block are symmetrically arranged, both of which are arranged up and down.

[0047] The two rear clamping blocks are connected by a fixing rod; the two front clamping blocks are connected by a fixing rod; the fixing rod of the rear clamping block and the fixing rod of the front clamping block are connected by an elastic component; the elastic component is a spring;

[0048] A main rocker arm is provided between the rear clamping block and the front clamping block; the main rocker arm is fixed to the upper and lower rocker arm covers through a central axis.

[0049] The rotation of the transverse tube drives the rotating arm to rotate around the rotating axis, drives the transmission plate to move, and links the reversing plate to rotate, so that the connecting rod pushes the rear clamping block or the front clamping block to move.

[0050] The force generated by the spring deformation between the front clamping block and the rear clamping block is transmitted to the rolling handle through the control linkage conversion device.

[0051] Furthermore, the pitch force assembly is further provided with an electric push rod, which is connected to the connecting shaft;

[0052] The electric push rod is controlled by the aircraft cockpit control system to apply an adjustment force to the pitch force component, and the force condition of the aircraft under the flight attitude judged by the aircraft cockpit control system is fed back to the pilot after adjustment by the electric push rod.

[0053] The above one or more technical solutions in the embodiments of the present invention have at least one of the following technical effects:

[0054] This interoperable cockpit control system joystick features an interoperable design, enabling pilot and co-pilot control to achieve the same effect. This eliminates the issue of asynchronous operation with conventional low-level, non-interoperable joysticks, improving operational reliability. Furthermore, the system can transmit pilot control status data to the cockpit control system.

[0055] The advantage of this patent is that the camshaft rotates to drive the swing arm and thus the elastic component, and the elastic deformation of the elastic component is used to generate a gradient feedback torque related to the operation, assisted by electronic control adjustment, with a simple structure, easy assembly and maintenance, reduced energy consumption, and lower cost.

[0056] Fine-tuning the thrust of the electric push rod avoids the problem of single mechanical transmission feedback caused by using only elastic components. It can provide the driver with a variety of different operating experiences to match different flight status feedback. It also avoids the delay caused by the use of a single electronic control system, resulting in no driving operation feedback in the early stage of control, which can easily cause the driver to make wrong judgments and cause driving accidents.

[0057] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0059] Figure 1 This is a schematic diagram of the overall structure of the joystick that can be linked to the aircraft cockpit control system of the present invention;

[0060] Figure 2 It is a schematic structural diagram of the control linkage conversion device and the roll linkage centering device of the present invention;

[0061] Figure 3 This is an exploded structural diagram of the roll linkage centering device of the present invention;

[0062] Figure 4 is a side view of the cam assembly of the present invention;

[0063] Figure 5 This is a diagram showing the changing state of the rolling linkage centering device of the present invention;

[0064] Figure 6 It is a structural schematic diagram of the pitch linkage centering device of the present invention;

[0065] Figure 7 This is the action state of the pitch linkage centering device of the present invention Figure 1 ;

[0066] Figure 8 This is the action state of the pitch linkage centering device of the present invention Figure 2 .

[0067] Reference numerals:

[0068] 1. Left roll handle; 2. Vertical pole; 3. Cross tube; 4. Bearing seat; 5. Angle sensor 1; 6. Connecting rod; 7. Pitch force assembly; 8. Electric push rod; 9. Angle sensor 2; 10. Cam assembly; 11. Roll bevel gear; 12. Lower bevel gear; 13. Right roll handle; 14. Swing arm assembly; 15. Fixed plate; 16. Rotating arm; 17. Handle bevel gear; 18. Upper bevel gear; 19. Transmission rod; 20. Upper pressure block; 21. Lower pressure block; 22. Angle gear set; 23. Drive shaft; 24. Camshaft; 25. Neutral clamp; 26. Left clamp; 27. Fixed block; 28. Spring; 29. ​​Right clamp; 30. Right cam; 31. Neutral cam; 32. Left cam; 33. Rotating shaft; 35. Connecting shaft; 36. Central pivot shaft; 37. Rocker arm cover; 38. Main rocker arm; 39. Rear clamp; 40. Front clamp; 41. Fixed rod; 42. Angle rod; 43. Transmission plate; 44. Reversing plate; 45. Reversing seat. DETAILED DESCRIPTION

[0069] To make the purpose, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the present invention. Obviously, the embodiments described are 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 ordinary technicians in this field without making creative work are within the scope of protection of the present invention. The following embodiments are used to illustrate the present invention, but are not used to limit the scope of the present invention.

[0070] like Figure 1 、 2 As shown, the connection relationship between the overall structure and main functional components of the present invention is shown.

[0071] A joystick capable of linking an aircraft cockpit control system, the joystick comprising a pitch angle acquisition device and a roll angle acquisition device,

[0072] The pitch angle acquisition device and the roll angle acquisition device acquire motion data generated by the joystick action and output it to the aircraft cockpit control system. The aircraft cockpit control system controls the flight attitude according to the motion data.

[0073] The utility model relates to a joystick which can be linked to the cockpit control system of an aircraft, comprising a control linkage conversion device, a pitch linkage centering device and a roll linkage centering device.

[0074] The control linkage conversion device is arranged at both ends of the pitch linkage centering device.

[0075] The roll linkage centering device is arranged in the middle of the pitch linkage centering device.

[0076] The joystick of the cockpit control system of the aircraft can be linked. The main and co-pilot aircraft joysticks are designed to be a linkage structure, so that the main and co-pilot operations have the same effect, and the main and co-pilot operations can be synchronized. In addition to meeting the needs of synchronized flight control of the aircraft, it also meets the teaching needs of the trainer aircraft.

[0077] This design has a compact structure, links the pitch and roll operations, collects the operational status of the pitch and roll angles through different angle sensors, calculates the operations, and outputs them to the aircraft cockpit control system.

[0078] The control linkage conversion device includes a rolling handle and a transmission rod 19.

[0079] The rolling handle includes a left rolling handle 1 and a right rolling handle 13.

[0080] The rolling handle is engaged with the upper bevel gear 18 on the transmission rod 19 through the handle bevel gear 17 provided thereon;

[0081] A vertical rod 2 is provided outside the transmission rod 19, and the vertical rod 2 is connected to the pitch linkage centering device. The roll handle is connected to the pitch linkage centering device through the vertical rod 2 provided outside the transmission rod 19;

[0082] The vertical pole 2 is used to support the roll handle and ensure that the pitch operation is fully transmitted to the pitch linkage centering device.

[0083] A pitch linkage centering device, comprising a transmission shaft 23 and a cross tube 3;

[0084] The two ends of the transverse tube 3 are connected with bearing seats 4 so that the transverse tube 3 can rotate freely.

[0085] A transmission rod 19 is rotatably fixed on the transverse tube 3 , and the vertical rod 2 is fixedly connected to the transverse tube 3 .

[0086] The transmission shaft 23 is coaxially provided with two rolling bevel gears 11 arranged in the same direction, which are respectively engaged with the lower bevel gears 12 of the two transmission rods 19.

[0087] The two rolling bevel gears 11 are arranged in the same direction to ensure that the rolling operations of the two rolling handles are synchronous in the same direction.

[0088] An upper pressing block 20 is provided on the transverse tube 3, and a lower pressing block 21 is provided on the transmission shaft 23. The upper pressing block 20 and the lower pressing block 21 are connected to ensure the limited distance between the transverse tube 3 and the transmission shaft 23. At the same time, it ensures the stable meshing of the rolling bevel gear 11 and the lower bevel gear 12.

[0089] A fixing plate 15 is provided on the cross tube 3; an angle rod 42 is connected to the fixing plate 15, and the angle rod 42 is connected to an angle sensor 5, which is used to measure the operating status of the driver's pitch angle control.

[0090] The transmission shaft 23 is provided with a rotation angle gear set 22 , and the rotation angle gear set 22 is connected to an angle sensor 9 for measuring the operating state of the driver's roll angle control.

[0091] like Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 As shown, the components of the roll linkage centering device and the connection relationship between the components are shown.

[0092] Figure 4 The structure of the cam assembly 10 is shown.

[0093] The roll linkage centering device includes a cam assembly 10 and a swing arm assembly 14;

[0094] The cam assembly 10 is connected to the transmission shaft 23 , and the swing arm assembly 14 is arranged on the cross tube 3 .

[0095] The cam assembly 10 includes a camshaft 24; a right cam 30, a middle cam 31 and a left cam 32 are provided on the camshaft 24; the right cam 30, the middle cam 31 and the left cam 32 are arranged alternately.

[0096] The angle between the center of the right cam 30, the center of the middle cam 31 and the center of the camshaft 24 is the right cam 30 angle;

[0097] The angle between the center of the left cam 32, the center of the middle cam 31 and the center of the camshaft 24 is the left cam 32 angle;

[0098] The included angle of the right cam 30 is the same as the included angle of the left cam 32 .

[0099] The included angle of the right cam 30 and the included angle of the left cam 32 are set according to different aircraft, and the design angle is 15° to 45°.

[0100] The cams are all wedge-shaped, and the cams and the camshaft 24 are integrally formed, and a roller is provided on the top of the cam.

[0101] The swing arm assembly 14 includes a housing connected to the cross tube 3, with two center clamps 25 provided on both sides of the middle of the housing; a left clamp 26 and a fixed block 27 are provided on both sides of the center clamp 25;

[0102] A right clamping block 29 and a fixing block 27 are respectively provided on both sides of another middle clamping block 25;

[0103] The clamping block and the fixing block 27 are both rotatably fixed on the casing.

[0104] The left clamping block 26 , the right clamping block 29 and the two fixing blocks 27 are alternately arranged on both sides of the middle clamping block 25 ; the left clamping block 26 and the right clamping block 29 are arranged on different sides of each middle clamping block 25 .

[0105] The two middle clamps 25 are connected by a spring 28;

[0106] The right clamping block 29 is connected to the fixed block 27 on the same side by a spring 28;

[0107] The left clamping block 26 is connected to the fixing block 27 on the same side by a spring 28 .

[0108] The middle cam 31 is located between the two middle clamping blocks 25 , the right cam 30 is on the same side as the right clamping block 29 , and the left cam 32 is on the same side as the left clamping block 26 .

[0109] A preferred embodiment is given below, taking the angle of 30° between the right cam 30 and the left cam 32 as an example, to illustrate the action relationship and transmission state between the swing arm assembly 14 and the cam assembly 10.

[0110] Since the operating states of the left cam 32 or right cam 30 shaft and the clamping block matched therewith differ only in direction, the following description will only be based on the distance of the motion force state when the left cam 32 and the middle cam 31 rotate when the camshaft 24 rotates.

[0111] Figure 5 State A is the starting state, with the center cam 31 in a vertical position. Under the tension of spring 28, the center clamp 25 clamps the center cam 31, maintaining it in the center position. At this point, the transmission rod 19 is in a vertical position. State B is when the camshaft 24 rotates 30° counterclockwise, at which point the center cam 31 has already pushed the tension spring 28, generating resistance. The left cam 32 also contacts the left clamp 26 and begins to push the tension spring 28. State C is when the camshaft 24 rotates 60° counterclockwise, at which point the center cam 31 and the left cam 32 simultaneously push the tension spring 28, generating tension. From the three states A, B, and C, it can be seen that as the camshaft 24 rotates, the ratio of the stretched length of the spring 28 driven by the center block to the rotation angle becomes smaller and smaller, and the increment of tension becomes smaller and smaller. The left cam 32 pushes the left clamp 26 to drive the ratio of the stretched length and the rotation angle of the spring 28 to become larger and larger, and the increment of the pulling force becomes larger and larger. That is to say, during the entire rotation process of the camshaft 24, the combined force of the two groups of springs 28 as a whole is similar to a linear growth, avoiding the problem of large attenuation of the incremental pulling force of the spring 28 of a single camshaft 24.

[0112] Of course, according to the structural design of the rolling linkage centering device of the present invention, a plurality of left cams 32 or right cams 30 with different right cam 30 angles or left cam 32 angles can be set on the camshaft 24.

[0113] like Figure 6 、 Figure 7 、 Figure 8 As shown, the detailed structure of the pitch linkage centering device is shown.

[0114] The pitch linkage centering device also includes a pitch force component 7 and a power conversion component.

[0115] The power conversion assembly transmits the damping force generated by the pitch force assembly 7 to the pitch linkage centering device, and feeds it back to the driver through the control linkage conversion device.

[0116] The power conversion assembly includes a reversing seat 45 and a reversing plate 44 rotatably fixed to the reversing seat 45 , and a transmission plate 43 and a connecting rod 6 are rotatably fixed to both ends of the reversing plate 44 ;

[0117] The rotatable connection adopts a rotating shaft 33;

[0118] The rotating arm 16 is connected to the transmission plate 43, and the connecting rod 6 is connected to the pitch force assembly 7;

[0119] The rotating arm 16 is connected to the cross tube 3 via a fixing plate 15 .

[0120] The pitch force assembly 7 includes two upper and lower rocker arm covers 37. One end of each rocker arm cover 37 is rotatably fixed to the ends of the connecting shaft 35. The other end of each rocker arm cover 37 is rotatably connected to a rear clamping block 39 and a front clamping block 40. The rear clamping blocks 39 and the front clamping blocks 40 are symmetrically arranged. The upper and lower rear clamping blocks 39 are connected by a fixing rod 41; the upper and lower front clamping blocks 40 are connected by a fixing rod 41. The fixing rod 41 of the rear clamping block 39 and the fixing rod 41 of the front clamping block 40 are connected by an elastic member. The elastic member is preferably a spring 28.

[0121] A main rocker arm 38 is provided between the rear clamping block 39 and the front clamping block 40. The main rocker arm 38 is fixed to the upper and lower rocker arm covers 37 via a central pivot 36.

[0122] The pitch force assembly 7 is further provided with an electric push rod 8 , which is connected to the connecting shaft 35 .

[0123] The electric push rod 8 is controlled by the aircraft cockpit control system to apply an adjustment force to the pitch force component 7, and the force conditions under the aircraft flight attitude judged by the aircraft cockpit control system are fed back to the pilot after adjustment by the electric push rod 8.

[0124] like Figure 8As shown, clockwise rotation of the cross tube 3 drives the rotating arm 16 to rotate clockwise about the rotating axis 33, which in turn drives the transmission plate 43 to the left. This, in turn, rotates the reversing plate 44, causing the connecting rod 6 to move rightward. This rightward movement of the connecting rod 6 pushes the rear clamping block 39 to move rightward, while the front clamping block 40 is restrained and immobilized. The front clamping block 40 can be restrained by the central pivot 36, or a stopper can be provided on the rocker cover 37.

[0125] The spring 28 between the front clamp 40 and the rear clamp 39 generates tension that is transmitted to the roll handle via a connecting rod mechanism. During this process, the electric push rod 8 applies an appropriate rightward thrust according to the angle signal transmitted by the angle sensor through a preset program, achieving the resistance generated by the combined force of the electric push rod 8 and spring 28 as the square tube rotates clockwise. Fine-tuning the thrust of the electric push rod 8 avoids the problem of single mechanical transmission feedback caused by using only elastic components, allowing the pilot to experience a variety of different operational experiences to match different flight status feedback. It also avoids the delay caused by the use of a single electronic control system, resulting in no driving operation feedback in the early stages of control, which can easily lead to driver misjudgment and cause accidents. Conversely, the counterclockwise rotation of the square tube follows the same principle as clockwise movement.

[0126] The rolling handle assemblies on both sides of the present invention have the same structure and are fastened to each other through a camshaft and transmission rods on both sides. Any rolling handle at both ends of the rotating bracket can be synchronously transmitted to the other rolling handle through gears to achieve synchronization of rotation posture.

[0127] This invention provides an aircraft pilot with a joystick that combines mechanical transmission feedback with electronic control feedback. Rotating shafts on either side of a bracket drive the mating active bevel gear, thereby driving the movement of the driven bevel gear. The driven bevel gear then rotates the associated shaft, which has a crank assembly mounted on its end. The crank assembly moves the swing arm of the swing arm assembly, which stretches an elastic component, providing mechanical transmission feedback. Compared to similar systems that use servo motors for feedback, this device relies on mechanical transmission and elastic components to provide feedback, supplemented by an electric push component for fine-tuning. It offers a compact structure, simple control, and easy maintenance.

[0128] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A joystick capable of being linked to an aircraft cockpit control system, characterized in that: It includes a control linkage conversion device, a pitch linkage centering device and a roll linkage centering device. The control linkage conversion device is arranged at both ends of the pitch linkage centering device. The roll linkage centering device is arranged in the middle of the pitch linkage centering device. The pitch linkage centering device includes a transmission shaft, a cross tube, a cam assembly, a swing arm assembly, a pitch force assembly and a power conversion assembly. The cam assembly is connected to the transmission shaft, and the swing arm assembly is arranged on the cross tube; The relative movement between the cam assembly and the swing arm assembly generates a damping force for the rolling action; The power conversion assembly transmits the damping force of the pitching motion generated by the pitching force assembly to the pitch linkage centering device; The damping force of the rolling action and the damping force of the pitching action are fed back to the driver through the control linkage conversion device; It also includes a pitch angle acquisition device and a roll angle acquisition device, The pitch angle acquisition device and the roll angle acquisition device acquire motion data generated by the joystick movement and output the data to the aircraft cockpit control system, which controls the flight attitude according to the motion data. The joystick adopts a linkage structure, so that the driver and co-pilot's operations are synchronized and have the same operating effect; The cam assembly includes a camshaft; a right cam, a middle cam and a left cam are staggeredly arranged on the camshaft; The cams are all wedge-shaped, the cams and the camshaft are integrally formed, and a roller is provided on the top of the cam; The swing arm assembly includes a housing connected to the cross tube, with two middle clamping blocks provided on both sides of the middle of the housing; a left clamping block and a fixed block are provided on both sides of the middle clamping block; A right clamping block and a fixed block are respectively provided on both sides of the other middle clamping block; The clamping block and the fixing block are both rotatably fixed on the casing; The left clamping block, the right clamping block and the two fixed blocks are staggeredly arranged on both sides of the middle clamping block; the left clamping block and the right clamping block are arranged on different sides of the two middle clamping blocks; The two center clamps are connected by a spring; The right clamping block is connected to the fixed block on the same side by a spring; The left clamping block is connected to the fixed block on the same side by a spring. The middle cam is located between the two middle clamping blocks, the right cam is on the same side as the right clamping block, and the left cam is on the same side as the left clamping block.

2. The joystick capable of being linked to an aircraft cockpit control system according to claim 1, characterized in that: The control linkage conversion device includes a rolling handle and a transmission rod. The rolling handle includes a left rolling handle and a right rolling handle, The rolling handle is engaged with the upper bevel gear on the transmission rod through the handle bevel gear provided thereon; A vertical rod is provided on the outside of the transmission rod, and the vertical rod is connected to the pitch linkage centering device. The roll handle is connected to the pitch linkage centering device through the vertical rod provided on the outside of the transmission rod. The vertical rod is used to support the roll handle and ensure that the pitch operation is fully transmitted to the pitch linkage centering device.

3. The joystick capable of being linked to an aircraft cockpit control system according to claim 2, characterized in that: The two ends of the transverse tube are connected with bearing seats, so that the transverse tube can rotate freely. A transmission rod is rotatably fixed on the horizontal tube, and the vertical rod is fixedly connected to the horizontal tube. The transmission shaft is coaxially provided with two rolling bevel gears arranged in the same direction, which are respectively engaged with the lower bevel gears arranged on the two transmission rods. The two rolling bevel gears are set in the same direction to ensure that the rolling operations of the two rolling handles are synchronized in the same direction; An upper pressing block is provided on the transverse tube, and a lower pressing block is provided on the transmission shaft. The upper pressing block and the lower pressing block are connected to limit the distance between the transverse tube and the transmission shaft to ensure stable meshing between the rolling bevel gear and the lower bevel gear.

4. The joystick capable of being linked to an aircraft cockpit control system according to claim 3, characterized in that: A fixing plate is provided on the transverse tube; an angle rod is connected to the fixing plate, and an angle sensor 1 is connected to the angle rod, and the angle sensor 1 is used to measure the operating state of the driver's pitch angle control; The transmission shaft is provided with an angle gear set, and the angle gear set is connected to an angle sensor 2, and the angle sensor 2 is used to measure the operating state of the driver's roll angle control.

5. The joystick capable of being linked to an aircraft cockpit control system according to claim 1, characterized in that: The angle between the right cam center, the middle cam center and the camshaft center is the right cam angle; The angle between the left cam center, the middle cam center and the camshaft center is the left cam angle; The right cam included angle is the same as the left cam included angle, and the angle range is 15° to 45°.

6. The joystick capable of being linked to an aircraft cockpit control system according to claim 4, characterized in that: The power conversion assembly includes a reversing seat and a reversing plate rotatably fixed on the reversing seat, and a transmission plate and a connecting rod are rotatably fixed at both ends of the reversing plate; The rotatable connection method adopts a rotating shaft connection; The transmission plate is connected to a rotating arm, and the connecting rod is connected to the pitch force assembly; The rotating arm is connected to the transverse tube through a fixing plate.

7. The joystick capable of being linked to an aircraft cockpit control system according to claim 6, characterized in that: The pitch force assembly includes two upper and lower rocker arm covers, one end of each rocker arm cover is rotatably fixed to the two ends of the connecting shaft, and the other end of each rocker arm cover is rotatably connected to a rear clamping block and a front clamping block, and the rear clamping block and the front clamping block are symmetrically arranged, both of which are arranged up and down. The two rear clamping blocks are connected by a fixing rod; the two front clamping blocks are connected by a fixing rod; the fixing rod of the rear clamping block and the fixing rod of the front clamping block are connected by an elastic component; the elastic component is a spring; A main rocker arm is provided between the rear clamping block and the front clamping block; the main rocker arm is fixed to the upper and lower rocker arm covers through a central axis. The rotation of the transverse tube drives the rotating arm to rotate around the rotating axis, drives the transmission plate to move, and links the reversing plate to rotate, so that the connecting rod pushes the rear clamping block or the front clamping block to move. The force generated by the spring deformation between the front clamping block and the rear clamping block is transmitted to the rolling handle through the control linkage conversion device.

8. The joystick capable of being linked to an aircraft cockpit control system according to claim 7, characterized in that: The pitch force assembly is further provided with an electric push rod, which is connected to the connecting shaft; The electric push rod is controlled by the aircraft cockpit control system to apply an adjustment force to the pitch force component, and the force condition of the aircraft under the flight attitude judged by the aircraft cockpit control system is fed back to the pilot after adjustment by the electric push rod.

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