A cross shaft type integrated aircraft side stick based on torsion spring-electromagnetic damping

Abstract

The application provides a cross shaft type integrated airplane side lever based on torsional spring-electromagnetic damping, and belongs to the technical field of airplane cockpit control devices, and comprises the following components: a shell assembly; a handle; a dust cover; a cross shaft assembly, which is used for realizing decoupling control; two four-redundancy angle displacement sensors, which are used for converting the control signals received by the cross shaft assembly into electric signals and feeding back to a flight control computer; a force sensor assembly, which is used for transmitting control force; a longitudinal lever force assembly and a transverse lever force assembly, which are used for converting the control force transmitted by the force sensor assembly. The airplane side lever adopts a modular integrated design, a torsional spring is used to provide artificial feeling force, electromagnetic damping is integrated into the longitudinal and transverse lever force assemblies through two-stage straight-tooth transmission, the cross shaft assembly is used for longitudinal and transverse decoupling control, and four-redundancy angle displacement sensors are integrated to collect control signals. The scheme has the advantages of small size, fast dynamic response, good force feeling linearity, high reliability and the like.

Description

Technical Field

[0001] This invention belongs to the technical field of aircraft cockpit control devices, specifically relating to a cross-axis integrated aircraft side stick based on torsion spring-electromagnetic damping. Background Technology

[0002] With the widespread adoption of fly-by-wire flight control systems, side-stick control is gradually replacing center-stick control. Compared to center-stick control, side-stick control offers the following advantages: In terms of structural and weight optimization: the side-stick structure is simple and lightweight, significantly reducing weight and eliminating complex mechanical transmission devices. Its modular design allows for quick replacement of the entire unit during maintenance. In terms of G-force tolerance and ergonomics: it can be used in conjunction with reclining seats, greatly enhancing G-force tolerance. Combined with side-stick armrest support, it requires less effort compared to the center-stick's suspended arm operation, improving ergonomics. In terms of flight control characteristics: it offers fast response times, suitable for air combat maneuvers, and short-stroke controls reduce pilot fatigue. In terms of improved combat effectiveness: it optimizes the cockpit layout and improves instrument visibility.

[0003] However, most current aircraft side sticks use cylindrical spring load mechanisms to provide the artificial force, relying on hydraulic dampers to suppress uncommanded oscillations and provide control damping. This approach has the following drawbacks: the spring load mechanism is long and bulky, and the spring stiffness decreases by 20%-30% after long-term use; hydraulic damping has high maintenance costs and a slow dynamic response (approximately 50ms); and a large number of linkage mechanisms are required to convert linear motion into rotational motion, resulting in poor force linearity (10%). Summary of the Invention

[0004] The purpose of this invention is to address the problems existing in the prior art by proposing a modularly integrated design for an aircraft side stick. This design uses a torsion spring to provide artificial force, integrates electromagnetic damping into the longitudinal and lateral force assembly via a two-stage spur gear transmission, and utilizes a cross shaft assembly for decoupled longitudinal and lateral control. Simultaneously, it integrates a quadruple-redundant angular displacement sensor to collect control signals.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a cross-axis integrated aircraft side bar based on torsion spring-electromagnetic damping, comprising: Housing assembly, used for fixing and encapsulation; A handle passes through a through hole in the housing assembly, with the operating end located outside the housing assembly and the output end located inside the housing assembly, for operation; Dust cover, fixed to the housing assembly, is used to prevent dust from entering through the openings; The cross shaft assembly is fixed inside the housing assembly and fixedly connected to the handle output end to achieve decoupling of operation; Two redundant angular displacement sensors are fixed inside the housing assembly and connected to the cross shaft assembly. They are used to convert the control signals received by the cross shaft assembly into electrical signals and feed them back to the flight control computer. A force sensor assembly, housed within the housing assembly and connected to the cross shaft assembly, is used to transmit manifold forces; A longitudinal lever force assembly, fixed inside the housing assembly and connected to the force sensor assembly, is used to convert the operating force transmitted from the force sensor assembly into longitudinal operating force and operating damping. A lateral force assembly, fixed inside the housing assembly and connected to the force sensor assembly, is used to convert the control force transmitted from the force sensor assembly into lateral control force and control damping.

[0006] The cross-axis integrated aircraft side rod based on torsion spring-electromagnetic damping provided by this invention also has the following technical features: the housing assembly includes a housing with reinforcing ribs, a front cover plate, a side cover plate, a top cover plate, and a rear cover plate fixed to the housing, as well as a lateral angular displacement sensor mounting panel and a limiting mechanism installed inside the housing. The upper cover plate is provided with a through hole for the handle to pass through.

[0007] The cross-axis integrated aircraft side stick based on torsion spring-electromagnetic damping provided by the present invention also has the following technical features: one end of the dust cover is fixedly connected to the handle, and the other end is fixed to the housing assembly by a pressure plate. The dust cover is made of silicone.

[0008] The cross-axis integrated aircraft side stick based on torsion spring-electromagnetic damping provided by this invention also has the following technical features: the handle has an asymmetrical grip curvature, is covered with a honeycomb-structured silicone cushioning layer, and the buttons have differentiated embossed textures. The handle is used to limit the angle of pull-back operation by engaging a limiting mechanism on the housing assembly via a handle limiting screw.

[0009] The cross-axis integrated aircraft side stick based on torsion spring-electromagnetic damping provided by this invention also has the following technical features: the cross-axis assembly includes a universal joint structure connected to the output end of the handle, a bearing seat fixed on the housing assembly, a rocker arm structure connected to the universal joint structure, the bearing seat, and the force sensor assembly, a counterweight structure connected to the bearing seat for handle counterweighting, and a limiting structure for handle limiting. The limiting structure includes a limiting screw and a limiting block that cooperate with a protrusion inside the housing assembly to limit the rolling operation angle, and a limiting bolt fixed on the bearing seat and cooperating with the housing assembly to limit the forward pushing operation angle. The limiting block is fixed to the universal joint structure, and the limiting screw is threaded onto the limiting block.

[0010] The cross-axis integrated aircraft side rod based on torsion spring-electromagnetic damping provided by the present invention also has the following technical features: the quadruple redundancy angular displacement sensor includes four angular displacement sensors with backlash-free teeth and a central tooth that meshes with the angular displacement sensors; the angular displacement sensors are mounted on the housing assembly; and the central tooth is fixedly connected to the cross-axis assembly.

[0011] The cross-axis integrated aircraft side stick based on torsion spring-electromagnetic damping provided by this invention also has the following technical feature: the two quadruple-redundant angular displacement sensors are a lateral quadruple-redundant angular displacement sensor and a longitudinal quadruple-redundant angular displacement sensor, respectively. The lateral quadruple redundancy angular displacement sensor includes four lateral angular displacement sensors with backlash-free teeth and a lateral center tooth that meshes with the lateral angular displacement sensors. The lateral angular displacement sensors are mounted on the lateral angular displacement sensor mounting panel of the housing assembly, and the lateral center tooth is connected to the universal joint structure of the cross shaft assembly. The longitudinal quadruple redundancy angular displacement sensor includes four longitudinal angular displacement sensors with backlash-free teeth and a longitudinal center tooth that meshes with the longitudinal angular displacement sensors. The longitudinal angular displacement sensors are mounted on the housing of the housing assembly, and the longitudinal center tooth is connected to the bearing seat of the cross shaft assembly.

[0012] The cross-axis integrated aircraft side stick based on torsion spring-electromagnetic damping provided by this invention also has the following technical feature: when the force transmission path is blocked, the force sensor assembly directly converts the received control force into an electrical signal and feeds it back to the flight control computer.

[0013] The cross-axis integrated aircraft side stick based on torsion spring-electromagnetic damping provided by this invention also has the following technical features: the longitudinal force assembly includes a longitudinal housing structure fixed to the housing assembly, a longitudinal force sensing structure mounted on the longitudinal housing structure, a longitudinal electromagnetic damper mounted on the longitudinal housing structure, a longitudinal output shaft mounted on the longitudinal housing structure, a longitudinal torque limiter structure mounted on the longitudinal output shaft, and a longitudinal output rocker arm mounted on the longitudinal output shaft. The longitudinal force-sensing structure includes a longitudinal force-sensing gear shaft mounted on a longitudinal housing structure and a longitudinal torsion spring unit mounted on the longitudinal force-sensing gear shaft. A longitudinal shear pin is provided on the longitudinal force-sensing gear shaft. The longitudinal electromagnetic damper meshes with the longitudinal force-sensing gear shaft; The longitudinal output shaft meshes with the longitudinal force-sensing gear shaft.

[0014] The cross-axis integrated aircraft side stick based on torsion spring-electromagnetic damping provided by this invention also has the following technical features: the lateral force assembly includes a lateral housing structure fixed to the housing assembly, a lateral force sensing structure mounted on the lateral housing structure, a lateral electromagnetic damper mounted on the lateral housing structure, a lateral output shaft mounted on the lateral housing structure, and a lateral output rocker arm mounted on the lateral output shaft. The lateral force-sensing structure includes a lateral force-sensing gear shaft mounted on a lateral housing structure and a lateral torsion spring unit mounted on the lateral force-sensing gear shaft. A lateral shear pin is provided on the lateral force-sensing gear shaft. The transverse electromagnetic damper meshes with the transverse force-sensing gear shaft; The transverse output shaft meshes with the transverse force-sensing gear shaft. The transverse force-sensing gear shaft is equipped with a transverse torque limiter structure.

[0015] Beneficial effects: The cross-axis integrated aircraft side stick based on torsion spring and electromagnetic damping provided by this invention adopts a modular integrated design. The torsion spring provides the tactile force, while the electromagnetic damping is integrated into the longitudinal and lateral force components via a two-stage spur gear transmission. The cross-axis assembly enables decoupled longitudinal and lateral control, and a quadruple-redundant angular displacement sensor is integrated to collect control signals. This solution offers advantages such as small size, fast dynamic response, good force linearity, and high reliability. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the external structure of the aircraft side stick provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the aircraft side stick provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the cross shaft assembly structure provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the cross shaft assembly provided in another embodiment of the present invention; Figure 5 This is a cross-sectional view of the cross shaft assembly provided in an embodiment of the present invention; Figure 6 This is a cross-sectional view of the cross shaft assembly provided in an embodiment of the present invention from another angle; Figure 7This is a schematic diagram of the quadruple redundancy sensor structure provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of another angle structure of the quadruple redundancy sensor provided in an embodiment of the present invention; Figure 9 This is a schematic diagram of the longitudinal force assembly structure provided in an embodiment of the present invention; Figure 10 This is a cross-sectional view of the longitudinal force bar assembly provided in an embodiment of the present invention; Figure 11 This is a schematic diagram of the horizontal pole assembly structure provided in an embodiment of the present invention; Figure 12 This is a cross-sectional view of the horizontal pole assembly provided in an embodiment of the present invention. Wherein, 1: Handle; 1a: Handle limiting screw; 2: Dust cover; 2a: Pressure plate; 3: Housing assembly; 3a: Housing; 3b: Front cover plate; 3c: Side cover plate; 3d: Top cover plate; 3e: Rear cover plate; 3f: Lateral angular displacement sensor mounting panel; 3h: Limiting mechanism; 4: Cross shaft assembly; 4a: Cross universal joint structure; 4b: Bearing seat; 4c: Longitudinal input rocker arm; 4d: Lateral input rocker arm; 4e: Counterweight structure; 4f: Limiting structure; 4g: Cylindrical pin; 4h: Cross pin seat; 4i: Spindle; 4j: Universal joint; 4k: Counterweight bracket; 4l: Counterweight block; 4m: Limiting block; 4n: Limiting screw; 4o: Limiting bolt; 5: Quadruple redundancy angular displacement sensor; 5a: Lateral quadruple redundancy angular displacement sensor; 5b: Longitudinal quadruple redundancy angular displacement sensor. 5c: Lateral angular displacement sensor; 5d: Lateral center tooth; 5e: Longitudinal angular displacement sensor; 5f: Longitudinal center tooth; 6: Force sensor assembly; 7: Longitudinal rod force assembly; 7a: Longitudinal housing structure; 7b: Longitudinal force sensing structure; 7c: Longitudinal electromagnetic damper; 7d: Longitudinal torque limiter structure; 7e: Longitudinal output shaft; 7f: Longitudinal output rocker arm; 7g: Longitudinal torsion spring unit; 7h: Longitudinal shear pin; 7i: Longitudinal force sensing gear shaft; 8: Lateral rod force assembly; 8a: Lateral housing structure; 8b: Lateral force sensing structure; 8c: Lateral electromagnetic damper; 8d: Lateral torque limiter structure; 8e: Lateral output shaft; 8f: Lateral output rocker arm; 8g: Lateral torsion spring unit; 8h: Lateral shear pin; 8i: Lateral force sensing gear shaft. Detailed Implementation

[0018] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. However, it should be noted that these embodiments are not intended to limit the present invention. Equivalent changes or substitutions in function, method, or structure made by those skilled in the art based on these embodiments are all within the protection scope of the present invention.

[0019] In the description of the embodiments of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the invention.

[0020] Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0021] The terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art will understand the specific meaning of these terms in this invention based on the specific circumstances.

[0022] like Figure 1-12 As shown, this embodiment of the invention provides a cross-axis integrated aircraft side bar based on torsion spring-electromagnetic damping, comprising: Housing assembly, used for fixing and encapsulation; Handle 1 passes through a through hole in the housing assembly, with the operating end located outside the housing assembly and the output end located inside the housing assembly, for operation; Dust cover 2, fixed to the housing assembly, is used to prevent dust from entering the through-holes; The cross shaft assembly 4 is fixed inside the housing assembly and fixedly connected to the output end of the handle 1 to achieve decoupling of operation; Two redundant angular displacement sensors 5 are fixed inside the housing assembly and connected to the cross shaft assembly 4. They are used to convert the control signals received by the cross shaft assembly 4 into electrical signals and feed them back to the flight control computer. Force sensor assembly 6, housed within housing assembly and connected to cross shaft assembly 4, is used for transmitting maneuvering force; The longitudinal force assembly 7 is fixed inside the housing assembly and connected to the force sensor assembly 6, and is used to convert the operating force transmitted by the force sensor assembly 6 into longitudinal operating force and operating damping. The lateral force assembly 8 is fixed inside the housing assembly and connected to the force sensor assembly, and is used to convert the operating force transmitted from the force sensor assembly 6 into lateral operating force and operating damping.

[0023] In some embodiments, the housing assembly 3 includes a housing 3a with reinforcing ribs, a front cover plate 3b, a side cover plate 3c, an upper cover plate 3d, a rear cover plate 3e fixed on the housing 3a, a lateral angular displacement sensor mounting panel 3f installed in the housing 3a, and a limiting mechanism 3h. The upper cover plate 3d has a through hole for the handle 1 to pass through.

[0024] In the above embodiment, the housing 3a is provided with reinforcing ribs to improve the static strength and rigidity of the product. The front cover plate 3b, side cover plate 3c, top cover plate 3d, rear cover plate 3e, lateral angular displacement sensor mounting panel 3f, and limiting mechanism 3h are all fixed to the housing 3a by screws. Except for the handle 1 and dust cover 2, the other components are installed in the housing assembly 3. The limiting mechanism 3h cooperates with the handle limiting screw 1a on the handle 1 to limit the pull-back operating angle (18.8°).

[0025] In some embodiments, one end of the dust cover 2 is fixedly connected to the handle 1, and the other end is fixed to the housing assembly 3 by a pressure plate 2a. The dust cover 2 is made of silicone.

[0026] In some embodiments, the handle 1 has an asymmetrical grip curvature, is covered with a honeycomb-structured silicone cushioning layer, and the buttons have differentiated raised textures. The handle 1 is used to limit the pulling angle of the handle 1 by engaging the limiting mechanism 3h on the housing assembly 3 through the handle limiting screw 1a.

[0027] In some embodiments, the cross shaft assembly 4 includes a universal joint structure 4a connected to the output end of the handle 1, a bearing seat 4b fixed to the housing assembly 3, a rocker arm structure connected to the universal joint structure 4a, the bearing seat 4b, and the force sensor assembly 6, a counterweight structure 4e connected to the bearing seat 4b for counterweighting the handle, and a limiting structure 4f for limiting the position of the handle 1. The limiting structure 4f includes a limiting screw 4n and a limiting block 4m that cooperate with the protrusion inside the housing assembly 3 to limit the rolling operation angle, and a limiting bolt 4o that is fixed on the bearing seat 4b and cooperates with the limiting mechanism 3h of the housing assembly 3 to limit the forward pushing operation angle. The limiting block 4m is fixed on the universal joint structure 4a, and the limiting screw 4n is threaded onto the limiting block 4m.

[0028] In some embodiments, the universal joint structure includes a cylindrical pin 4g, a cross pin seat 4h, a main shaft 4i, and a universal joint 4j. The cylindrical pin 4g is mounted on the cross pin seat 4h, and two needle roller bearings are respectively mounted on the cross pin seat 4h and the cylindrical pin 4g. The four needle roller bearings are protected from disengagement by the universal joint 4e and the main shaft 4c, forming a universal joint structure for achieving decoupling of operation. Two deep groove ball bearings are installed between the universal joint 4j and the bearing seat 4b. The bearing seat 4b is mounted on the housing 3a by the two deep groove ball bearings. One end of the main shaft 4i is threaded to the handle 1, and the other end is mounted on the lateral angular displacement sensor mounting panel 3f by a deep groove ball bearing. The side cover plate 3c on the housing 3a ensures that the bearings do not disengage.

[0029] In some embodiments, the rocker arm structure includes a longitudinal input rocker arm 4c and a transverse input rocker arm 4d. The longitudinal input rocker arm 4c is mounted on a bearing seat 4b, and the transverse input rocker arm 4d and a limiting block 4n are mounted on a main shaft 4i.

[0030] In some embodiments, the counterweight structure 4e includes a counterweight bracket 4k and a counterweight block 4l; the counterweight bracket 4k is mounted on the bearing seat 4b, and the counterweight block 4l is mounted on the counterweight bracket 4k to improve control stability and suppress vibration interference, and to optimize the pilot's force feedback accuracy and flight safety through inertial balance; the limiting screw 4n is threaded to the limiting block 4m, and works with the protrusion on the lateral angular displacement sensor mounting panel 3f to limit the roll control angle (±12.8°); the limiting bolt 4o is threaded to the bearing seat 4b, and works with the limiting mechanism 3h of the housing assembly 3 to limit the forward control angle (11.3°).

[0031] In some embodiments, the quadruple redundancy angular displacement sensor includes four angular displacement sensors (5a) with backlash-free teeth and a center tooth (5b) that meshes with the angular displacement sensors. The angular displacement sensors are mounted on the housing assembly, and the center tooth is fixedly connected to the cross shaft assembly.

[0032] In some embodiments, the two redundant angular displacement sensors 5 are a lateral redundant angular displacement sensor 5a and a longitudinal redundant angular displacement sensor 5b, respectively. The lateral quadruple redundancy angular displacement sensor 5a includes four lateral angular displacement sensors 5c with backlash-free teeth and a lateral center tooth 5d that meshes with the lateral angular displacement sensors 5c. The lateral angular displacement sensors 5c are mounted on the lateral angular displacement sensor mounting panel 3f of the housing assembly 3. The lateral center tooth 5d is connected to the main shaft 4i of the universal joint structure 4a of the cross shaft assembly 4. The lateral quadruple redundancy angular displacement sensor 5a converts the rotation angle of the handle 1 into an electrical signal and feeds it back to the flight control computer, thereby controlling the aircraft to roll. The longitudinal quadruple redundancy angular displacement sensor 5b includes four longitudinal angular displacement sensors 5e with backlash-free teeth and a longitudinal center tooth 5f that meshes with the longitudinal angular displacement sensors 5e. The longitudinal angular displacement sensors 5e are mounted on the housing 3a of the housing assembly 3. The longitudinal center tooth 5f is connected to the bearing seat 4b of the cross shaft assembly 4. The longitudinal quadruple redundancy angular displacement sensor 5b converts the rotation angle of the handle 1 into an electrical signal and feeds it back to the flight control computer, thereby controlling the aircraft to pitch.

[0033] Compared with the series type, the parallel quadruple redundancy angular displacement sensor 5a has advantages such as high reliability, good fault isolation, and fast dynamic response.

[0034] In some embodiments, when the force transmission path is blocked, the force sensor assembly 6 directly converts the received control force into an electrical signal and feeds it back to the flight control computer. The force sensor assembly 6 is connected to the longitudinal input rocker arm 4c, the lateral input rocker arm 4d, the longitudinal output rocker arm 7f, and the lateral output rocker arm 8f, respectively; under normal circumstances, it acts as a linkage mechanism to transmit control force; when the longitudinal output rocker arm 7f and the lateral output rocker arm 8f are blocked, the flight control computer converts the force sensor feedback force into an electrical signal to control the aircraft's pitch or roll.

[0035] In some embodiments, the longitudinal force assembly 7 includes a longitudinal housing structure 7a fixed to the housing assembly 3, a longitudinal force sensing structure 7b mounted on the longitudinal housing structure 7a, a longitudinal electromagnetic damper 7c mounted on the longitudinal housing structure 7a, a longitudinal output shaft 7e mounted on the longitudinal housing structure 7a, a longitudinal torque limiter structure 7d mounted on the longitudinal output shaft 7e, and a longitudinal output rocker arm 7f mounted on the longitudinal output shaft 7e. The longitudinal force-sensing structure 7b includes a longitudinal force-sensing gear shaft 7i mounted on a longitudinal housing structure 7a and a longitudinal torsion spring unit 7g mounted on the longitudinal force-sensing gear shaft 7i. A longitudinal shear pin 7h is provided on the longitudinal force-sensing gear shaft 7i. The longitudinal electromagnetic damper 7c meshes with the longitudinal force-sensing gear shaft 7i through a two-stage spur gear transmission, and is used to provide control damping, suppress uncommanded oscillations and prevent the pilot from making excessive maneuvers. The longitudinal output shaft 7e meshes with the longitudinal force-sensing gear shaft 7i. When the gear transmission of this stage is jammed, the pilot increases the control force, and the longitudinal torque limiter 7d begins to slip due to friction. At this time, the control handle 1 loses damping and control force, but there will still be control command signals converted into electrical signals to control the pitch control of the aircraft. The longitudinal output rocker arm 7f is fixed on the longitudinal output shaft 7e by a spline.

[0036] In some embodiments, the longitudinal torsion spring unit 7g has a preload value of 0.6 ± 0.06 N·m, used for centering the side stick under non-control commands and providing artificial force under control commands. The longitudinal shear pin 7h is used to shear the pilot by force when the longitudinal damping transmission gear is jammed. At this time, the control handle only loses control damping, but does not lose the control force.

[0037] In some embodiments, the lateral force assembly 8 includes a lateral housing structure 8a fixed to the housing assembly 3, a lateral force sensing structure 8b mounted on the lateral housing structure 8a, a lateral electromagnetic damper 8c mounted on the lateral housing structure 8a, a lateral output shaft 8e mounted on the lateral housing structure 8a, and a lateral output rocker arm 8f mounted on the lateral output shaft 8e. The transverse force-sensing structure 8b includes a transverse force-sensing gear shaft 8i mounted on a transverse housing structure 8a and a transverse torsion spring unit 8g mounted on the transverse force-sensing gear shaft 8i. A transverse shear pin 8h is provided on the transverse force-sensing gear shaft 8i. The lateral electromagnetic damper 8c meshes with the lateral force-sensing gear shaft 8i through a two-stage spur gear transmission, and is used to provide control damping, suppress uncommanded oscillations and prevent the pilot from making excessive maneuvers. The lateral output shaft 8e meshes with the lateral force-sensing gear shaft 8i. When the gear transmission of this stage is jammed, the pilot increases the control force, and the torque limiter begins to rub and slip. At this time, the control handle 1 loses damping and control force, but there will still be control command signals converted into electrical signals to control the pitch control of the aircraft. The transverse force-sensing gear shaft 8i is equipped with a transverse torque limiter structure 8d. The horizontal output rocker arm 8f is fixed to the horizontal output shaft 8e by a spline.

[0038] In some embodiments, the lateral torsion spring unit 8g has a preload value of 0.67 ± 0.067 N·m, used for side stick return to centering under non-control commands and providing artificial force under control commands. The lateral shear pin 8h is used to shear off the shear pin by the pilot through strong operation when the longitudinal damping transmission gear is jammed. At this time, the control handle 1 only loses control damping, but does not lose the control force. The working principle of the aircraft side stick provided in any of the foregoing embodiments is as follows: 1. Pitch control: The pilot pushes / pulls the handle 1 forward and backward, which drives the cross shaft assembly 4 to rotate. The longitudinal quadruple redundancy angular displacement sensor 5 converts the pilot's control commands into electrical signals and outputs them to the flight control system to control the aircraft's pitch action. 2. Roll control: The pilot pushes the left / right handle 1, which drives the cross shaft assembly 4 to rotate. The pilot's control command is converted into an electrical signal by the lateral redundancy angular displacement sensor 5 and output to the flight control system to control the aircraft's roll action. 3. Force and Damping: The pilot operates the control handle 1, which drives the cross shaft assembly 4 to rotate. This, in turn, drives the longitudinal output rocker arm 7f and the lateral output rocker arm 8f in the longitudinal stick assembly 7 / lateral stick assembly 8 to rotate via the force sensor assembly 6, thereby providing a sense of control force and damping. The electromagnetic damper dynamically adjusts the damping according to the control rate, suppressing uncommanded oscillations and preventing excessively forceful control.

[0039] In the structure provided in the above embodiments, the torsion spring assembly replaces the spring load mechanism, reducing the axial dimension by 40% and the stiffness attenuation by only 5% (1 million cycles test), and optimizing the force sensing linearity to 3% (10% in the traditional solution); dynamic performance: electromagnetic damping response time <10ms, and the damping force can be dynamically adjusted; safety margin: a triple fault-tolerant mechanism is designed to ensure flight safety: the basic force sensing is retained after the shear pin is sheared, the torque limiter slips to ensure signal output, and the force sensor ensures that the aircraft attitude can still be controlled when the longitudinal and lateral output rocker arm is stuck.

[0040] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention. The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the protection scope of the present invention.

Claims

1. A cross-axis integrated aircraft side bar based on torsion spring-electromagnetic damping, characterized in that, include: Housing assembly, used for fixing and encapsulation; A handle passes through a through hole in the housing assembly, with the operating end located outside the housing assembly and the output end located inside the housing assembly, for operation; Dust cover, fixed to the housing assembly, is used to prevent dust from entering through the openings; The cross shaft assembly is fixed inside the housing assembly and fixedly connected to the handle output end to achieve decoupling of operation; Two redundant angular displacement sensors are fixed inside the housing assembly and connected to the cross shaft assembly. They are used to convert the control signals received by the cross shaft assembly into electrical signals and feed them back to the flight control computer. A force sensor assembly, housed within the housing assembly and connected to the cross shaft assembly, is used to transmit manifold forces; A longitudinal lever force assembly, fixed inside the housing assembly and connected to the force sensor assembly, is used to convert the operating force transmitted from the force sensor assembly into longitudinal operating force and operating damping. A lateral lever force assembly, fixed within the housing assembly and connected to the force sensor assembly, is used to convert the operating force transmitted from the force sensor assembly into a lateral operating force and operating damping. The housing assembly includes a housing with reinforcing ribs, a front cover plate, side cover plates, a top cover plate, a rear cover plate fixed to the housing, a lateral angular displacement sensor mounting panel installed inside the housing, and a limiting mechanism. The upper cover plate is provided with a through hole for the handle to pass through. The cross shaft assembly includes a universal joint structure connected to the output end of the handle, a bearing seat fixed to the housing assembly, a rocker arm structure connected to the universal joint structure, the bearing seat, and the force sensor assembly, a counterweight structure connected to the bearing seat for counterweighting the handle, and a limiting structure for limiting the handle. The limiting structure includes a limiting screw and a limiting block that cooperate with a protrusion inside the housing assembly to limit the rolling operation angle, and a limiting bolt fixed on the bearing seat and cooperating with the housing assembly to limit the forward pushing operation angle. The limiting block is fixed to the universal joint structure, and the limiting screw is threaded onto the limiting block. The quadruple-redundant angular displacement sensor includes four angular displacement sensors with backlash-free teeth and a central tooth that meshes with the angular displacement sensors. The angular displacement sensors are mounted on the housing assembly, and the central tooth is fixedly connected to the cross shaft assembly. The two quadruple-redundant angular displacement sensors are a lateral quadruple-redundant angular displacement sensor and a longitudinal quadruple-redundant angular displacement sensor, respectively. The lateral quadruple redundancy angular displacement sensor includes four lateral angular displacement sensors with backlash-free teeth and a lateral center tooth that meshes with the lateral angular displacement sensors. The lateral angular displacement sensors are mounted on the lateral angular displacement sensor mounting panel of the housing assembly, and the lateral center tooth is connected to the universal joint structure of the cross shaft assembly. The longitudinal quadruple-redundant angular displacement sensor includes four longitudinal angular displacement sensors with backlash-free teeth and a longitudinal center tooth that meshes with the longitudinal angular displacement sensors. The longitudinal angular displacement sensors are mounted on the housing of the housing assembly, and the longitudinal center tooth is connected to the bearing seat of the cross shaft assembly. The longitudinal force assembly includes a longitudinal housing structure fixed to the housing assembly, a longitudinal force sensing structure mounted on the longitudinal housing structure, a longitudinal electromagnetic damper mounted on the longitudinal housing structure, a longitudinal output shaft mounted on the longitudinal housing structure, a longitudinal torque limiter structure mounted on the longitudinal output shaft, and a longitudinal output rocker arm mounted on the longitudinal output shaft. The longitudinal force-sensing structure includes a longitudinal force-sensing gear shaft mounted on a longitudinal housing structure and a longitudinal torsion spring unit mounted on the longitudinal force-sensing gear shaft. A longitudinal shear pin is provided on the longitudinal force-sensing gear shaft. The longitudinal electromagnetic damper meshes with the longitudinal force-sensing gear shaft; The longitudinal output shaft meshes with the longitudinal force-sensing gear shaft. The lateral force assembly includes a lateral housing structure fixed to the housing assembly, a lateral force sensing structure mounted on the lateral housing structure, a lateral electromagnetic damper mounted on the lateral housing structure, a lateral output shaft mounted on the lateral housing structure, and a lateral output rocker arm mounted on the lateral output shaft. The lateral force-sensing structure includes a lateral force-sensing gear shaft mounted on a lateral housing structure and a lateral torsion spring unit mounted on the lateral force-sensing gear shaft. A lateral shear pin is provided on the lateral force-sensing gear shaft. The transverse electromagnetic damper meshes with the transverse force-sensing gear shaft; The transverse output shaft meshes with the transverse force-sensing gear shaft. The transverse force-sensing gear shaft is equipped with a transverse torque limiter structure.

2. The cross-axis integrated aircraft side bar based on torsion spring-electromagnetic damping according to claim 1, characterized in that, One end of the dust cover is fixed to the handle, and the other end is fixed to the housing assembly by a pressure plate. The dust cover is made of silicone.

3. The cross-axis integrated aircraft side bar based on torsion spring-electromagnetic damping according to claim 1, characterized in that, The handle features an asymmetrical grip curvature, is covered with a honeycomb-structured silicone cushioning layer, and has differentiated embossed textures on the buttons. The handle is used to limit the angle of pull-back operation by engaging a limiting mechanism on the housing assembly via a handle limiting screw.

4. The cross-axis integrated aircraft side bar based on torsion spring-electromagnetic damping according to claim 1, characterized in that, When the force transmission path is blocked, the force sensor assembly directly converts the received control force into an electrical signal and feeds it back to the flight control computer.

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