Pedal mechanism for simulating aircraft

Abstract

The utility model discloses a pedal mechanism for simulating an aircraft, which comprises a base and a yaw operation assembly arranged in the base, and the yaw operation assembly is connected with a brake operation assembly; the yaw operation assembly comprises a first linear guide rail and a second linear guide rail which are installed in the base in a spaced mode, a first sliding base is slidably installed on the first linear guide rail, a second sliding base is slidably installed on the second linear guide rail, and a flying wing rotating shaft with the two ends rotationally connected with the first sliding base and the second sliding base respectively is rotationally installed in the base. A rotating arm and a first angle sensor are fixed on the flying wing rotating shaft; a spiral adjusting mechanism is installed in the base, a first damping cylinder and a second damping cylinder are installed on the spiral adjusting mechanism, and the brake operation assembly comprises a left brake assembly installed on the first sliding seat and a right brake assembly installed on the second sliding seat. The rotating damping of the rotating arm and the rotating shaft of the flying wing is adjusted, so that simulation operation can be carried out after different rotating damping is adjusted.

Description

Technical Field

[0001] The utility model relates to the technical field of simulation aircraft, in particular to a pedal mechanism of a simulation aircraft. Background Art

[0002] The simulation aircraft is the main equipment for simulating the training of real aircraft. A pedal mechanism identical to that in the real aircraft is provided in the simulation aircraft, including structures such as pedals and a fin shaft. The left and right feet rotate the pedals to drive the braking control, and the fin shaft is rotated by the pedals to achieve yaw control. However, in the existing pedal mechanism, there is no structure for adjusting the rotational damping of the fin shaft, so the damping cannot be adjusted, and the corresponding simulation operations for the change of damping cannot be realized, and the force feedback may be too large or too small. Summary of the Utility Model

[0003] (1) Technical Problem

[0004] The purpose of the utility model is to provide a pedal mechanism of a simulation aircraft, which solves the problem that the existing pedal mechanism cannot adjust the rotational damping to adapt to the simulation operation of the damping change situation.

[0005] (2) Technical Solution

[0006] To achieve the above purpose, the utility model provides the following technical solution:

[0007] A pedal mechanism of a simulation aircraft includes a base and a yaw operation component arranged in the base, and a brake operation component is connected to the yaw operation component; the yaw operation component includes a first linear guide rail and a second linear guide rail installed at intervals in the base, a first sliding seat is slidably installed on the first linear guide rail, a second sliding seat is slidably installed on the second linear guide rail, a fin shaft with two ends respectively rotatably connected to the first sliding seat and the second sliding seat is rotatably installed in the base, a rotating arm and a first angle sensor located at the rotation center are fixed on the fin shaft; a screw adjustment mechanism is installed in the base, and a first damping cylinder and a second damping cylinder respectively abutted against both sides of the rotating arm are installed on the screw adjustment mechanism, and the screw adjustment mechanism is used to drive the first damping cylinder and the second damping cylinder to approach or move away from each other; the brake operation component includes a left brake component installed on the first sliding seat and a right brake component installed on the second sliding seat.

[0008] Preferably, the first sliding seat includes a first adapter block slidably installed on the first linear guide rail, a second adapter block is slidably arranged on the first adapter block, a first upright column is vertically fixed on the second adapter block, and the second adapter block is rotatably connected to the fin shaft.

[0009] Preferably, the second sliding seat includes a third adapter block slidably mounted on the second linear guide rail. A fourth adapter block is slidably provided on the third adapter block. A second column is vertically fixed on the fourth adapter block. The fourth adapter block is rotatably connected to the wing rotating shaft.

[0010] Preferably, the screw adjustment mechanism includes support seats spaced apart on both sides of the rotating arm. A threaded rod is rotatably mounted on the two support seats. An adjustment wheel is provided in the middle of the threaded rod and exposed out of the base. A first threaded section is provided on the threaded rod on one side of the adjustment wheel, and a second threaded section is provided on the other side of the adjustment wheel. The thread directions of the first threaded section and the second threaded section are opposite. A first sliding nut is threadedly connected to the first threaded section, and a second sliding nut is threadedly connected to the second threaded section. The first damping cylinder is mounted on the first sliding nut, and the second damping cylinder is mounted on the second sliding nut.

[0011] Preferably, the rotation angle of the wing rotating shaft relative to the initial angle ranges from ±25°.

[0012] Preferably, the base includes a bottom plate and a seat body detachably mounted on the bottom plate. A first chute for avoiding the first column and a second chute for avoiding the second column are provided on the seat body.

[0013] Preferably, a control board, a signal output connector and an indicator light are mounted on the seat body. The signal output connector and the indicator light are both exposed out of the seat body.

[0014] Preferably, the left brake assembly and the right brake assembly have the same structure, and both include a mounting seat and a pedal fixed on the mounting seat. A second angle sensor for detecting the relative rotation angle is provided on the mounting seat. The mounting seat in the left brake assembly is rotatably mounted on the first column, and the mounting seat in the right brake assembly is rotatably mounted on the second column. Elastic reset mechanisms for pulling the mounting seat back to its original position are provided on both the first column and the second column.

[0015] Preferably, the elastic reset mechanism includes a dust-proof substrate slidably mounted on the first column and the second column. A reset spring is connected between the dust-proof substrate and the mounting seat. Adjusting screws for adjusting the longitudinal movement of the dust-proof substrate are provided on both the first column and the second column.

[0016] Preferably, the rotation angle of the pedal relative to the initial angle ranges from 0 - 18°.

[0017] (III) Beneficial effects

[0018] By rotatably mounting the left brake assembly on the first sliding seat and the right brake assembly on the second sliding seat, the left and right brake assemblies are rotated to achieve brake control. By stepping on the feet respectively to push the first sliding seat and the second sliding seat to slide on the first linear guide rail and the second linear guide rail, yaw control is achieved. Specifically, the sliding motion is converted into the corresponding angular rotation of the wing rotating shaft with the first angle sensor, and the angular signal is output to achieve yaw control. The clockwise or counterclockwise rotation of the wing rotating shaft is achieved by the left and right feet to form the corresponding yaw control;

[0019] Meanwhile, through the screw adjustment mechanism, the first damping cylinder and the second damping cylinder are adjusted to approach or move away from each other, so as to adjust the rotational damping of the rotating arm and the wing rotating shaft. Thus, it is possible to achieve simulation operations after adjusting different rotational dampings, and it is also possible to adjust according to the force feedback to obtain the effect of balanced output force. Brief Description of the Drawings

[0020] Figure 1 is a schematic structural diagram of an embodiment of the present utility model;

[0021] Figure 2 is a schematic structural diagram of the yaw operation component in an embodiment of the present utility model;

[0022] Figure 3 is a schematic structural diagram of the base in an embodiment of the present utility model;

[0023] Figure 4 is a schematic cross-sectional structural diagram of the base in an embodiment of the present utility model;

[0024] Figure 5 is a schematic structural diagram of the left brake assembly and the right brake assembly in an embodiment of the present utility model;

[0025] Figure 6 is Figure 5 a schematic side view structure diagram;

[0026] Figure 7 is a schematic state diagram of the brake operation of the present utility model;

[0027] Figure 8 is a schematic first state diagram of the yaw operation of the present utility model;

[0028] Figure 9 is a schematic second state diagram of the yaw operation of the present utility model;

[0029] In Figures 1 to 9 the corresponding relationship between the component names or lines and the drawing numbers is as follows:

[0030] Base 1, bottom plate 101, seat body 102, first chute 103, second chute 104, yaw operation assembly 2, first linear guide 21, second linear guide 22, first sliding seat 23, first adapter block 231, second adapter block 232, first column 233, second sliding seat 24, third adapter block 241, fourth adapter block 242, second column 243, wing rotating shaft 25, first angle sensor 26, screw adjustment mechanism 27, support seat 271, threaded rod 272, adjustment wheel 273, first sliding nut 274, second sliding nut 275, first damping cylinder 28, second damping cylinder 29, rotating arm 210, brake operation assembly 3, left brake assembly 31, right brake assembly 32, mounting seat 33, pedal 34, second angle sensor 35, elastic reset mechanism 36, dust-proof base plate 361, reset spring 362, adjustment screw 363, control board 4, signal output connector 5, indicator light 6. Detailed implementation manners

[0031] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments.

[0032] See Figures 1 - 6 As shown, in the embodiment of the present invention, a foot pedal mechanism of a simulation aircraft is proposed, which is used to be integrated in a simulation aircraft to simulate the action operation of the foot pedal mechanism. Specifically, it includes a base 1 and a yaw operation assembly 2 arranged in the base 1. A brake operation assembly 3 is connected to the yaw operation assembly 2. Among them, the base 1 is used to fixedly install the entire foot pedal mechanism in the simulation aircraft, and the brake operation assembly 3 is used to output left and right brake signals to ensure brake reliability, while the yaw operation assembly 2 is used to output yaw angle signals.

[0033] Among them, the yaw operation component 2 includes a first linear guide rail 21 and a second linear guide rail 22 that are spaced apart and installed in the base 1. A first sliding seat 23 is slidably installed on the first linear guide rail 21, and a second sliding seat 24 is slidably installed on the second linear guide rail 22. A wing rotating shaft 25 with both ends rotatably connected to the first sliding seat 23 and the second sliding seat 24 respectively is rotatably installed in the base 1. A rotating arm 210 and a first angle sensor 26 located at the rotation center are fixed on the wing rotating shaft 25. By driving the first sliding seat 23 to slide on the first linear guide rail 21 and the second sliding seat 24 to slide on the second linear guide rail 22, a clockwise or counterclockwise rotation of the wing rotating shaft 25 is achieved, and corresponding rotation angle and direction signals are obtained through the first angle sensor 26 and output to achieve yaw control. Specifically, during operation, the first sliding seat 23 and the second sliding seat 24 slide in opposite directions to dynamically adjust the rotation angle of the wing rotating shaft 25, and the adjustment state is as Figure 8 , Figure 9 shown.

[0034] The rotational damping of the wing rotating shaft 25 is achieved by limiting the rotation arm 210. Specifically, a screw adjustment mechanism 27 is installed in the base 1, and a first damping cylinder 28 and a second damping cylinder 29 that respectively abut against both sides of the rotation arm 210 are installed on the screw adjustment mechanism 27. The screw adjustment mechanism 27 is used to drive the first damping cylinder 28 and the second damping cylinder 29 to approach or move away from each other. By adjusting the distance between the first damping cylinder 28 and the second damping cylinder 29 through the screw adjustment mechanism 27, the rotational damping received by the rotation arm 210 can be adjusted. The damping change can be adjusted according to the operation simulation action, and at the same time, the feedback force balance can be achieved after adjustment.

[0035] Specifically, the first damping cylinder 28 and the second damping cylinder 29 adopt the prior art and generally include a cylinder body, an internal buffer elastic member, a limiting column, etc. The damping is mainly adjusted by the compression condition of the internal buffer elastic member.

[0036] At the same time, the brake operation component 3 includes a left brake component 31 installed on the first sliding seat 23 and a right brake component 32 installed on the second sliding seat 24. By stepping on the left brake component 31 with the left foot to push the first sliding seat 23 to slide relative to the first linear guide rail 21, and stepping on the right brake component 32 with the right foot to push the second sliding seat 24 to slide relative to the second linear guide rail 22, the rotation of the wing rotating shaft 25 is driven. When relatively rotating the left brake component 31 and the right brake component 32 for control, a brake signal can be output.

[0037] Specifically, the first sliding seat 23 includes a first adapter block 231 slidably mounted on the first linear guide rail 21. A second adapter block 232 is slidably provided on the first adapter block 231. A first upright column 233 is vertically fixed on the second adapter block 232. The second adapter block 232 is rotatably connected to the wing rotating shaft 25. During the sliding process of the first sliding seat 23, the second adapter block 232 can slide relative to the first adapter block 231 to ensure the stable rotation of the wing rotating shaft 25. The first upright column 233 is used to mount the left brake assembly 31, and the first adapter block 231 guides the sliding of the entire first sliding seat 23 on the first linear guide rail 21.

[0038] Similarly, the second sliding seat 24 includes a third adapter block 241 slidably mounted on the second linear guide rail 22. A fourth adapter block 242 is slidably provided on the third adapter block 241. A second upright column 243 is vertically fixed on the fourth adapter block 242. The fourth adapter block 242 is rotatably connected to the wing rotating shaft 25. Also, the fourth adapter block 242 can slide relative to the third adapter block 241 to ensure the stable rotation of the wing rotating shaft 25. The second upright column 243 is used to mount the right brake assembly 32, and the third adapter block 241 guides the sliding of the entire second sliding seat 24 on the second linear guide rail 22.

[0039] The rotation damping of the rotating arm 210 and the wing rotating shaft 25 is adjusted by the screw adjustment mechanism 27. Specifically, the screw adjustment mechanism 27 includes support seats 271 spaced apart and mounted on both sides of the rotating arm 210. A threaded rod 272 is rotatably mounted on the two support seats 271. An adjustment wheel 273 is provided in the middle of the threaded rod 272 and exposed outside the base 1. The rotation of the threaded rod 272 relative to the support seat 271 is driven by the adjustment wheel 273 exposed outside the base 1. The adjustment wheel 273 has anti-slip threads and is arranged between the left brake assembly 31 and the right brake assembly 32, facilitating the rotation drive of the adjustment wheel 273 with the foot.

[0040] Meanwhile, a first threaded section located on one side of the adjusting wheel 273 and a second threaded section located on the other side of the adjusting wheel 273 are provided on the threaded rod 272. The thread directions of the first threaded section and the second threaded section are opposite. A first sliding nut 274 is threadedly connected to the first threaded section, and a second sliding nut 275 is threadedly connected to the second threaded section. The first damping cylinder 28 is mounted on the first sliding nut 274, and the second damping cylinder 29 is mounted on the second sliding nut 275. The threaded fit combines with the limited sliding of the first sliding nut 274 and the second sliding nut 275. When the threaded rod 272 is rotated, the first sliding nut 274 and the second sliding nut 275 can be driven to slide towards or away from each other, thereby adjusting the distance between the first damping cylinder 28 and the second damping cylinder 29 relative to the rotating arm 210 to increase or decrease the damping.

[0041] Specifically, the rotation angle of the wing rotating shaft 25 relative to the initial angle has a rotation range of ±25°.

[0042] The base 1 is used to integrate the yaw operation assembly 2 and requires an openable structure. The base 1 includes a bottom plate 101 and a seat body 102 detachably mounted on the bottom plate 101. A first chute 103 for avoiding the first column 233 and a second chute 104 for avoiding the second column 243 are provided on the seat body 102. The seat body 102 is detachably mounted on the bottom plate 101 through fasteners. The bottom plate 101 is used for installing and integrating internal components, and the seat body 102 provides protection for the interior. At the same time, the first column 233 extends through the first chute 103 to install the left brake assembly 31, and the second column 243 extends through the second chute 104 to install the right brake assembly 32.

[0043] In order to monitor the operation of the entire pedal mechanism and process signals, a control board 4, a signal output connector 5, and an indicator light 6 are installed on the seat body 102. The signal output connector 5 and the indicator light 6 are both exposed on the seat body 102. The specific circuit composition adopts the existing technology and is integrated inside the base 1, but effective information can be obtained from the outside to facilitate understanding of the operation situation.

[0044] Specifically, the left brake assembly 31 and the right brake assembly 32 have the same structure, and both include a mounting seat 33 and a pedal 34 fixed on the mounting seat 33. A second angle sensor 35 for detecting the relative rotation angle is provided on the mounting seat 33, such as Figure 7As shown in the figure, when the pedal 34 is stepped on and drives the mounting seat 33 to rotate, the second angle sensor 35 detects the rotation angle signal and sends it to the control board 4. Among them, the mounting seat 33 in the left brake assembly 31 is rotatably mounted on the first upright post 233, and the mounting seat 33 in the right brake assembly 32 is rotatably mounted on the second upright post 243. And elastic reset mechanisms 36 for pulling the mounting seat 33 back to its original position are provided on both the first upright post 233 and the second upright post 243. After the brake rotates, it is reset by the elastic reset mechanism 36, and brake signals can be formed by the left brake assembly 31 and the right brake assembly 32 respectively.

[0045] Among them, the elastic reset mechanism 36 includes a dust-proof base plate 361 slidably mounted on the first upright post 233 and the second upright post 243. The dust-proof base plate 361 is used to provide a certain degree of dust protection for the openings of the first chute 103 and the second chute 104. A reset spring 362 is connected between the dust-proof base plate 361 and the mounting seat 33. The angle of the pedal 34 is reset by the reset spring 362. At the same time, adjusting screws 363 for adjusting the longitudinal movement of the dust-proof base plate 361 are provided on both the first upright post 233 and the second upright post 243. After adjusting the longitudinal movement of the dust-proof base plate 361 by the adjusting screws 363, the elastic force of the reset spring 362 is adjusted, so as to adaptively adjust the reset action force of the pedal 34.

[0046] Specifically, the rotation angle range of the pedal 34 relative to the initial angle is 0-18°. This angle range meets the more convenient operation angle for rotating the pedal 34 in a sitting position.

[0047] It should be noted that the parts proposed in this embodiment, especially the parts that need to bear the acting force, are all made of aviation aluminum alloy materials to improve the structural strength. The first angle sensor 26 and the second angle sensor 35 both adopt non-contact Hall angle sensors with reliable performance and high service life. In addition, the circuit parts involved in this embodiment all adopt existing technologies, and this embodiment mainly describes the integration of structural functions.

[0048] In the present invention, unless otherwise clearly defined and limited, the terms "mounted", "connected", "connected", "fixed" and other terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0049] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the present utility model is customarily placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model. In addition, terms such as "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0050] For those skilled in the art, it is obvious that the present utility model is not limited to the details of the above-described exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic characteristics of the present utility model. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present utility model is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be encompassed within the present utility model. Any reference signs in the claims should not be construed as limiting the claims involved.

Claims

1. A pedal mechanism for simulating an aircraft, characterized in that: It comprises a base (1) and a yaw operating component (2) arranged in the base (1), wherein the yaw operating component (2) is connected to a brake operating component (3); The yaw operation assembly (2) comprises a first linear guide rail (21) and a second linear guide rail (22) which are installed at intervals in the base (1); a first sliding seat (23) is slidably installed on the first linear guide rail (21); a second sliding seat (24) is slidably installed on the second linear guide rail (22); a wing shaft (25) is rotatably installed in the base (1) with two ends rotatably connected to the first sliding seat (23) and the second sliding seat (24); a rotating arm (210) and a first angle sensor (26) located at the rotation center are fixed on the wing shaft (25); A spiral adjustment mechanism (27) is installed in the base (1), and a first damping cylinder (28) and a second damping cylinder (29) are installed on the spiral adjustment mechanism (27) and are respectively abutted against two sides of the rotating arm (210), and the spiral adjustment mechanism (27) is used to drive the first damping cylinder (28) and the second damping cylinder (29) to move closer to or farther away from each other; The brake operating assembly (3) comprises a left brake assembly (31) mounted on the first sliding seat (23) and a right brake assembly (32) mounted on the second sliding seat (24).

2. The pedal mechanism of a simulated aircraft according to claim 1, characterized in that: The first sliding seat (23) comprises a first adapter block (231) slidably mounted on the first linear guide rail (21); a second adapter block (232) is slidably mounted on the first adapter block (231); a first column (233) is vertically fixed on the second adapter block (232); and the second adapter block (232) is rotatably connected to the wing shaft (25).

3. The pedal mechanism of a simulated aircraft according to claim 2, characterized in that: The second sliding seat (24) includes a third adapter block (241) slidably mounted on the second linear guide rail (22); a fourth adapter block (242) is slidably mounted on the third adapter block (241); a second column (243) is vertically fixed on the fourth adapter block (242); and the fourth adapter block (242) is rotatably connected to the wing shaft (25).

4. The pedal mechanism of a simulated aircraft according to claim 3, characterized in that: The spiral adjustment mechanism (27) comprises support seats (271) installed at intervals on both sides of the rotating arm (210), threaded rods (272) are rotatably installed on the two support seats (271), and an adjustment wheel (273) is provided in the middle of the threaded rod (272) to expose the base (1); The threaded rod (272) is provided with a first threaded section located on one side of the adjusting wheel (273), and a second threaded section located on the other side of the adjusting wheel (273), wherein the thread rotation directions of the first threaded section and the second threaded section are opposite; A first sliding nut (274) is threadedly connected to the first threaded section, a second sliding nut (275) is threadedly connected to the second threaded section, the first damping cylinder (28) is mounted on the first sliding nut (274), and the second damping cylinder (29) is mounted on the second sliding nut (275).

5. The pedal mechanism of a simulated aircraft according to claim 4, characterized in that: The rotation range of the wing rotating shaft (25) relative to the initial angle is ±25°.

6. The pedal mechanism of a simulated aircraft according to claim 5, characterized in that: The base (1) comprises a bottom plate (101) and a base body (102) detachably mounted on the bottom plate (101); the base body (102) is provided with a first sliding groove (103) for avoiding the first column (233) and a second sliding groove (104) for avoiding the second column (243).

7. The pedal mechanism of a simulated aircraft according to claim 6, characterized in that: A control panel (4), a signal output connector (5) and an indicator light (6) are installed on the seat body (102); the signal output connector (5) and the indicator light (6) are both exposed from the seat body (102).

8. The pedal mechanism of a simulated aircraft according to claim 5, characterized in that: The left brake assembly (31) and the right brake assembly (32) have the same structure, both comprising a mounting seat (33) and a pedal (34) fixed on the mounting seat (33); the mounting seat (33) is provided with a second angle sensor (35) for detecting a relative rotation angle; The mounting seat (33) in the left brake assembly (31) is rotatably mounted on the first column (233), and the mounting seat (33) in the right brake assembly (32) is rotatably mounted on the second column (243); The first column (233) and the second column (243) are both provided with an elastic reset mechanism (36) for pulling the mounting seat (33) to reset.

9. The pedal mechanism of a simulated aircraft according to claim 8, characterized in that: The elastic reset mechanism (36) comprises a dustproof substrate (361) slidably mounted on the first column (233) and the second column (243), and a reset spring (362) is connected between the dustproof substrate (361) and the mounting seat (33); The first column (233) and the second column (243) are both provided with adjustment screws (363) for adjusting the longitudinal movement of the dustproof substrate (361).

10. The pedal mechanism of a simulated aircraft according to claim 9, characterized in that: The rotation angle of the pedal (34) relative to the initial angle has a rotation range of 0-18°.

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