Aircraft course control stability augmentation system

Abstract

The utility model belongs to the technical field of aircraft tests, and particularly relates to an aircraft course control stability augmentation system. The system comprises a composite rocker arm (4), wherein the composite rocker arm (4) comprises a first rocker arm (401), a second rocker arm (402) and a fan-shaped wheel (404); the fan-shaped wheel (404) is connected with a pedal through a steel cable (3), a second rocker arm (402) is fixedly connected to the disc face of the fan-shaped wheel (404), the tail end of the second rocker arm (402) is hinged to the middle of a first rocker arm (401) through a shaft B, the first end of the first rocker arm (401) is hinged to an output shaft of the stability augmentation steering engine (2) through a shaft C, the second end of the first rocker arm (401) is hinged to a pull rod (5) through a shaft A, and the tail end of the pull rod (5) is connected with a control valve rocker arm (6). The control valve (7) is used for driving the hydraulic actuator (8), and the control surface (9) is driven by the hydraulic actuator (8) to deflect. According to the invention, the course control stability is improved, and the onboard space and weight can be saved.

Description

Technical Field

[0001] This application belongs to the technical field of aircraft control system design, and particularly relates to an aircraft heading control and stability augmentation system. Background Art

[0002] Modern high-altitude and high-speed aircraft generally adopt thin airfoils, highly swept wings, and fuselage configurations with large length-to-diameter ratios, and the flight envelope is continuously expanded. This makes the stability of the aircraft worse, and a stability augmentation system has been developed to improve the stability of the aircraft. The stability augmentation system works simultaneously with the manual control system, and the control surfaces are respectively controlled by a compound rocker to complete their respective tasks, ensuring the independence of the two.

[0003] The compound rocker needs to have three interfaces. Among them, two interfaces are input interfaces, and the other interface is an output interface. One input interface is connected to the control mechanism in the cockpit through a rigid rod to receive the control displacement signal, and the other input interface is connected to the stability augmentation actuator to receive the on-board control signal. After the two signals are superimposed, a displacement command is generated based on the output interface to drive the control surface to deflect. Traditional compound rockers mostly adopt a nested structure to meet the concentricity requirement between the two rockers. This form not only has a complex structure, but also occupies more space and weight because the three interfaces are connected to three tie rods. Utility Model Content

[0004] To solve at least one of the above technical problems, this application designs an aircraft heading control and stability augmentation system, which mainly includes a stability augmentation controller, a stability augmentation actuator, a cable, a compound rocker, a tie rod, a control valve rocker, a control valve, a hydraulic actuator, and a control surface. The compound rocker includes a first rocker, a second rocker, and a sector wheel.

[0005] Among them, the sector wheel is connected to the rudder pedal through a cable, and the cable drives the sector wheel to rotate. The second rocker is fixedly connected to the disk surface of the sector wheel. The end of the second rocker is hinged to the middle of the first rocker through shaft B. The first end of the first rocker is hinged to the output shaft of the stability augmentation actuator through shaft C. The stability augmentation actuator receives the signal from the stability augmentation controller to drive the second rocker to move. The second end of the first rocker is hinged to the tie rod through shaft A. The end of the tie rod is connected to the control valve rocker to drive the control valve of the hydraulic actuator, and the hydraulic actuator drives the control surface to deflect.

[0006] Preferably, the sector wheel includes two sector disks. Each arc surface of each sector disk is provided with a track, and each track is fixedly laid with a section of cable. The two sections of cable are respectively connected to both ends of the lever-type rudder pedal.

[0007] Preferably, one end of the second rocker is fixed at the center of the sector wheel and extends to the end along a direction parallel to the disk surface of the sector wheel. When the first end of the first rocker is not driven by the stability augmentation actuator, it is located on the central axis of the sector wheel.

[0008] Preferably, a positioning hole is provided on the first rocker arm, calibration holes are respectively provided on the second rocker arm and the sector gear. When the first end of the first rocker arm is located on the central axis of the sector gear, the positioning hole and the two calibration holes are on the same straight line, and when maintaining the aircraft heading control and stability augmentation system, a pin shaft can be adaptively inserted.

[0009] Preferably, the distance between the first end of the first rocker arm and shaft B is set to be twice the distance between the second end of the first rocker arm and shaft B.

[0010] Preferably, the hydraulic actuator is connected to the control surface through a multi-link that is hinged to each other.

[0011] This application integrates the sector gear driven by the foot pedal and the compound rocker arm together, changes the nested form to a parallel distribution form, reduces the interfaces of the cockpit control mechanism of the compound rocker arm, and is driven by the end sector gear. Therefore, it only needs to be connected to two interfaces of the stability augmentation servo and the pull rod, and is suitable for installation and use inside the aircraft.

[0012] This application improves the heading control stability, has a simple form and a compact structure, and can save the space and weight on the aircraft. Description of the Drawings

[0013] Figure 1 is a schematic structural diagram of a preferred embodiment of the aircraft heading control and stability augmentation system of this application.

[0014] Figure 2 is this application Figure 1 schematic structural diagram of the compound rocker arm of the shown embodiment.

[0015] Figure 3 is Figure 2 left view of the shown embodiment.

[0016] Wherein, 1 - stability augmentation controller, 2 - stability augmentation servo, 3 - cable, 4 - compound rocker arm, 401 - first rocker arm, 402 - second rocker arm, 403 - positioning hole, 404 - sector gear, 5 - pull rod, 6 - control valve rocker arm, 7 - control valve, 8 - hydraulic actuator, 9 - control surface. Detailed Embodiments

[0017] To make the purpose, technical solutions, and advantages of the present application more clear, the technical solutions in the embodiments of the present application will be described in more detail below in conjunction with the accompanying drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions from beginning to end. The described embodiments are part of the embodiments of the present application, not all of the embodiments. The embodiments described below by referring to the accompanying drawings are exemplary and are intended to explain the present application and should not be construed as a limitation to the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application. The embodiments of the present application will be described in detail below in conjunction with the accompanying drawings.

[0018] The present application provides an aircraft heading control and stability augmentation system, as Figures 1 - 3 shown, mainly including a stability augmentation controller 1, a stability augmentation servo 2, a cable 3, a compound rocker arm 4, a pull rod 5, a control valve rocker arm 6, a control valve 7, a hydraulic actuator 8, and a control surface 9. The compound rocker arm 4 includes a first rocker arm 401, a second rocker arm 402, and a sector gear 404;

[0019] Among them, the sector gear 404 is connected to the foot pedal through the cable 3, and the cable 3 drives the sector gear 404 to rotate. The second rocker arm 402 is fixedly connected to the disk surface of the sector gear 404. The end of the second rocker arm 402 is hinged to the middle of the first rocker arm 401 through shaft B. The first end of the first rocker arm 401 is hinged to the output shaft of the stability augmentation servo 2 through shaft C. The stability augmentation servo 2 receives the signal from the stability augmentation controller 1 to drive the second rocker arm 402 to move. The second end of the first rocker arm 401 is hinged to the pull rod 5 through shaft A. The end of the pull rod 5 is connected to the control valve rocker arm 6 to drive the control valve 7 of the hydraulic actuator 8, and the control surface 9 is deflected by the hydraulic actuator 8.

[0020] The present application uses the compound rocker arm 4 to collect the manipulation signals of the foot pedal and the stability augmentation controller 1. After the two are superimposed, they are given to the control valve rocker arm 6. The movement direction of the control valve rocker arm 6 determines the extension and retraction of the hydraulic actuator 8. The hydraulic actuator 8 drives the control surface 9 to deflect through the extension and retraction of the actuator cylinder.

[0021] The composite rocker arm 4 of the present application can be controlled independently by the foot pedal, or independently by the stability augmentation controller 1, or by combined control of both. When controlled independently by the foot pedal, the rudder pedal drives the sector gear 404 to rotate, and the second rocker arm 402 drives the first rocker arm 401 to rotate around the shaft C through the shaft A. At this time, the composite rocker arm 4 only outputs the manipulation displacement signal of the foot pedal, and then drives the pull rod 5 and the control valve rocker arm 6 to act, controlling the extension or retraction of the hydraulic actuator 8. The hydraulic actuator 8 drives the rudder surface 9 to act, realizing the yaw control function. When controlled independently by the stability augmentation controller 1, it means that the aircraft is suddenly disturbed by the airflow to generate a sideslip angle. At this time, the course overload and angular rate signals change. After receiving the overload and angular rate signals, the stability augmentation controller 1 outputs signals to the stability augmentation servo 2 through control law calculation, controlling the extension or retraction of the stability augmentation servo 2. The stability augmentation servo 2 drives the first rocker arm 1 to rotate around the shaft B by a fixed axis through the shaft C. At this time, the composite rocker arm only outputs the control signal of the stability augmentation servo 2, and then drives the pull rod 5 and the control valve rocker arm 6 to act, controlling the extension or retraction of the hydraulic actuator 8. The hydraulic actuator 8 drives the rudder surface 9 to act, realizing the stability augmentation function and eliminating the sideslip angle. When controlled by combined control of both, the rudder pedal drives the sector gear 404 to rotate, and at the same time the stability augmentation controller 1 controls the extension or retraction of the stability augmentation servo 2. The signal output by the composite rocker arm 4 is the superposition of the foot pedal manipulation displacement command and the stability augmentation servo command, and then drives the pull rod 5 and the control valve rocker arm 6 to act, controlling the extension or retraction of the hydraulic actuator 8. The hydraulic actuator 8 drives the rudder surface 9 to act, realizing the stability augmentation function.

[0022] In some alternative embodiments, the sector gear 404 includes two sector plates. Each sector plate is provided with a track on its arc surface, and each track is fixedly provided with a section of steel cable 3. The two sections of steel cable 3 are respectively connected to both ends of the lever-type rudder pedal. The movement directions of both ends of the lever-type rudder pedal are opposite, so that one section of steel cable is pulled back and the other section of steel cable is released, thereby driving the sector gear 404 to rotate.

[0023] In some alternative embodiments, one end of the second rocker arm 402 is fixed at the center of the sector gear 404 and extends to the end along a direction parallel to the disk surface of the sector gear 404. When the first end of the first rocker arm 401 is not driven by the stability augmentation servo 2, it is located on the central axis of the sector gear 404.

[0024] In some alternative embodiments, the first rocker arm 401 is provided with a positioning hole 403, and calibration holes are respectively provided on the second rocker arm 402 and the sector gear 404. When the first end of the first rocker arm 401 is located on the central axis of the sector gear 404, the positioning hole 403 and the two calibration holes are on the same straight line, and when maintaining the aircraft course control stability augmentation system, a pin shaft can be adaptively inserted.

[0025] In the above embodiments, since the sector wheel 404 is connected to the pedal by the steel cable 3, and the steel cable is likely to cause the tension on both sides of the steel cable to change after long-term use, resulting in the rotation of the sector wheel 404 relative to the initial installation state. To correct it, a positioning hole 403 is provided on the first rocker arm 401. Rotate the sector wheel 404 so that the calibration holes on the second rocker arm 402 and the sector wheel 404 are aligned with the positioning hole 403, and then install the pin shaft to relatively fix the positions of the first rocker arm 401 and the sector wheel 404, that is, to make the first end of the first rocker arm 401 located on the central axis of the sector wheel 404. Then adjust the tension of the steel cable 3 to complete the initialization operation of the device.

[0026] In some alternative embodiments, the distance between the first end of the first rocker arm 401 and the shaft B is set to be twice the distance between the second end of the first rocker arm 401 and the shaft B.

[0027] In some alternative embodiments, the hydraulic actuator 8 is connected to the control surface 9 through a multi-link mechanism that is hinged to each other.

[0028] This application can improve the course stability of the aircraft. The stability augmentation controller can receive the course overload and angular rate signals, and in real time, solve the control law to control the motion state of the stability augmentation servo. The displacement command of the stability augmentation servo is transmitted to the hydraulic actuator, which can quickly correct the control surface to achieve the function of stability augmentation. The composite rocker arm and the sector wheel adopted in this application are integrated together, which has the advantages of saving on-board space and weight and having a simple form.

[0029] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An aircraft heading control stabilization system, characterized in that: It comprises a stabilization controller (1), a stabilization steering gear (2), a steel cable (3), a composite rocker arm (4), a pull rod (5), a control valve rocker arm (6), a control valve (7), a hydraulic actuator (8) and a rudder surface (9), wherein the composite rocker arm (4) comprises a first rocker arm (401), a second rocker arm (402) and a fan-shaped wheel (404); The fan-shaped wheel (404) is connected to the pedal through a steel cable (3), and the steel cable (3) drives the fan-shaped wheel (404) to rotate. The second rocker arm (402) is fixedly connected to the disk of the fan-shaped wheel (404). The end of the second rocker arm (402) is hinged to the middle of the first rocker arm (401) through an axis B. The first end of the first rocker arm (401) is hinged to the output shaft of the stabilization servo (2) through an axis C. The stabilization servo (2) receives a signal from the stabilization controller (1) to drive the second rocker arm (402) to move. The second end of the first rocker arm (401) is hinged to the pull rod (5) through an axis A. The end of the pull rod (5) is connected to the control valve rocker arm (6) to drive the control valve (7) of the hydraulic actuator (8), and the hydraulic actuator (8) drives the rudder surface (9) to deflect.

2. The aircraft heading control stabilization system according to claim 1, characterized in that: The fan-shaped wheel (404) comprises two fan discs, each fan disc is provided with a track on its arc surface, a section of steel cable (3) is fixed and laid in each track, and the two sections of steel cable (3) are respectively connected to the two ends of the lever-type pedal.

3. The aircraft heading control stabilization system according to claim 1, characterized in that: One end of the second rocker arm (402) is fixed at the center of the fan-shaped wheel (404) and extends to the end in a direction parallel to the disk surface of the fan-shaped wheel (404); and the first end of the first rocker arm (401) is located on the central axis of the fan-shaped wheel (404) when not driven by the stabilizing steering gear (2).

4. The aircraft heading control and stabilization system according to claim 3, characterized in that: The first rocker arm (401) is provided with a positioning hole (403), and the second rocker arm (402) and the fan-shaped wheel (404) are respectively provided with calibration holes. When the first end of the first rocker arm (401) is located on the central axis of the fan-shaped wheel (404), the positioning hole (403) and the two calibration holes are located on the same straight line, and can be adapted to insert the pin shaft when the aircraft heading control and stabilization system is maintained.

5. The aircraft heading control and stabilization system according to claim 1, characterized in that: The distance between the first end of the first rocker arm (401) and the axis B is set to be twice the distance between the second end of the first rocker arm (401) and the axis B.

6. The aircraft heading control stabilization system according to claim 1, characterized in that: The hydraulic actuator (8) is connected to the rudder surface (9) via mutually hinged multi-way connecting rods.

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