Operating device of simulator for simulation flight teaching

Abstract

The utility model provides an operating device of an analog machine for simulation flight teaching, which comprises a rotor operating device and a tail rotor operating device which are arranged in the analog machine, and the rotor operating device is used for controlling the lift direction and size of a rotor; the tail rotor control device is used for changing the thrust direction and size of the tail rotor so as to control the course of the helicopter; the tail rotor control device comprises a main driver pedal part and a co-driver pedal part, a first pedal rocker arm and a second pedal rocker arm are connected through pedal connecting rods, a damper is connected with the first pedal rocker arm, and the operation stability is enhanced. The first torsion bar and the second torsion bar are respectively connected with the first pedal rocker and the second pedal rocker through torsion springs to provide simulation force feeling. The first sensor and the second sensor detect the displacement of the pedal parts of the driver and the co-driver and transmit signals to the computer. The tail rotor part is provided with a first servo motor and a second servo motor, and the tail rotor variable-pitch motion is controlled according to the tail rotor variable-pitch amount calculated by the computer simulation flight software.

Description

Technical Field

[0001] This utility model relates to the field of helicopter teaching, and in particular to a control device for a flight simulator used for simulated flight teaching. Background Technology

[0002] Traditional helicopter flight training typically relies on real helicopters. However, operating real helicopters carries high risks, safety hazards, and high maintenance costs. Therefore, developing an economical, easy-to-operate simulator that can accurately simulate the characteristics of helicopter flight is of paramount importance.

[0003] In the design of simulators, the rotor control device and tail rotor control device are among the core components, responsible for controlling the rotor and tail rotor of the simulated helicopter, which directly affects the realism of the simulated flight and the training effect.

[0004] However, current designs of rotor control and tail rotor control systems have flaws. For example, some rotor control systems are complex in structure and cumbersome to operate, making it difficult for trainees to quickly learn and master them; while others, although simple in structure, have poor simulation effects and cannot accurately reflect the handling characteristics of helicopter rotors. Tail rotor control systems, on the other hand, cannot accurately simulate the drag felt during real helicopter operation, resulting in a lack of realism for trainees operating in simulators and making it difficult for them to adapt to the handling characteristics of real helicopters.

[0005] Therefore, designing a control device that is simple in structure, easy to operate, and can accurately simulate the control characteristics of helicopter rotor and tail rotor has become an urgent problem to be solved.

[0006] In view of the above, this utility model is hereby proposed. Utility Model Content

[0007] To address the aforementioned technical problems, the purpose of this utility model is to provide a control device for a flight simulator used for flight training. The preferred technical solutions among the various technical solutions provided by this utility model and their numerous technical effects are detailed below.

[0008] To achieve the above objectives, the present invention provides the following technical solution:

[0009] This utility model provides a control device for a flight simulator used for flight training, including a simulator, and a rotor control device and a tail rotor control device mounted on the simulator. The rotor control device is used to control the lift direction and magnitude of the rotor; the tail rotor control device is used to change the thrust direction and magnitude of the tail rotor, thereby controlling the helicopter's heading. The tail rotor control device includes a pilot's foot pedal, a co-pilot's foot pedal, a first foot pedal rocker arm, a second foot pedal rocker arm, a foot pedal connecting rod, a damper, a first torsion bar, a second torsion bar, a first sensor, a second sensor, a first tail rotor servo motor, and a second tail rotor servo motor. The pilot's foot pedal is connected to the first foot pedal rocker arm via the foot pedal connecting rod, and the co-pilot's... The pilot's foot pedal is connected to the second foot pedal rocker arm via the foot pedal connecting rod. The first foot pedal rocker arm and the second foot pedal rocker arm are connected via the foot pedal connecting rod. The damper is connected to the first foot pedal rocker arm. The first torsion bar is connected to the first foot pedal rocker arm via a torsion spring, and the second torsion bar is connected to the second foot pedal rocker arm via a torsion spring. The first sensor and the second sensor are used to detect the displacement of the pilot's foot pedal and the co-pilot's foot pedal, respectively, and transmit the control signals to the computer. The first tail rotor servo motor and the second tail rotor servo motor are both mounted on the tail rotor and are used to control the tail rotor to perform pitch-changing motion based on the tail rotor pitch calculated by the computer's flight simulation software.

[0010] Preferably, the rotor control device includes a cyclic pitch control unit, a total pitch control unit, a lateral control line system, a longitudinal control line system, a total pitch control line system, a first lateral servo mechanism, a longitudinal servo mechanism, a second lateral servo mechanism, and an automatic swashplate. The cyclic pitch control unit is connected to the first lateral servo mechanism and the second lateral servo mechanism via the lateral control line system, and is also connected to the longitudinal servo mechanism via the longitudinal control line system. The total pitch control unit is connected to the lateral control line system via the total pitch control line system. The automatic swashplate is mounted on the rotor hub, and the first lateral servo mechanism, the longitudinal servo mechanism, and the second lateral servo mechanism are connected to points A, B, and C of the automatic swashplate, respectively.

[0011] Preferably, the total pitch control unit includes a master total pitch control stick and a co-pilot total pitch control stick, which are connected by a total pitch torque shaft; the total pitch control wiring system includes a total pitch control linkage, a first total pitch composite rocker arm assembly and a second total pitch composite rocker arm assembly, and the two ends of the total pitch torque shaft are respectively connected to the first total pitch composite rocker arm assembly and the second total pitch composite rocker arm assembly through the total pitch control linkage.

[0012] Preferably, the cyclic pitch control unit includes a driver's cyclic pitch control lever and a passenger's cyclic pitch control lever, and the driver's cyclic pitch control lever and the passenger's cyclic pitch control lever are connected by a cyclic pitch torque shaft;

[0013] The lateral control system includes a first lateral composite rocker arm assembly, a second lateral composite rocker arm assembly, a first lateral rocker arm, a second lateral rocker arm, and a lateral control connecting rod. The master driving cycle pitch control stick is sequentially connected to the first lateral composite rocker arm assembly, the first lateral rocker arm, and the first lateral servo mechanism via the lateral control connecting rod.

[0014] The co-pilot's cyclic pitch control lever is sequentially connected to the second lateral composite rocker arm assembly, the second lateral rocker arm, and the second lateral servo mechanism via a lateral control connecting rod.

[0015] Preferably, the first lateral rocker arm is connected to the first total pitch composite rocker arm assembly, and the second lateral rocker arm is connected to the second total pitch composite rocker arm assembly.

[0016] Preferably, the first lateral composite rocker arm assembly and the second lateral composite rocker arm assembly are connected by the lateral control connecting rod.

[0017] Preferably, the longitudinal control line system includes a first longitudinal rocker arm, a second longitudinal rocker arm, and a longitudinal control connecting rod. The first longitudinal rocker arm is disposed on the periodic pitch torque shaft and is sequentially connected to the second longitudinal rocker arm and the longitudinal servo mechanism through the longitudinal control connecting rod. The second longitudinal rocker arm is connected to the second total pitch composite rocker arm assembly.

[0018] The preferred technical solution of this utility model can also produce at least the following technical effects:

[0019] This utility model provides a control device for a flight simulator used for flight training, including a rotor control device and a tail rotor control device installed within the simulator. The rotor control device is used to control the lift direction and magnitude of the rotor; the tail rotor control device is used to change the thrust direction and magnitude of the tail rotor, thereby controlling the helicopter's heading. The tail rotor control device includes a pilot's foot pedal, a co-pilot's foot pedal, a first foot pedal rocker arm, a second foot pedal rocker arm, a foot pedal connecting rod, a damper, a first torsion bar, a second torsion bar, a first sensor, a second sensor, a first tail rotor servo motor, and a second tail rotor servo motor. The pilot's foot pedal is connected to the first foot pedal rocker arm via the foot pedal connecting rod. The flight simulator features a series of interconnected arms. The co-pilot's foot pedals are connected to the second foot pedal arm via a foot pedal connecting rod. The first and second foot pedal arms are connected by a foot pedal connecting rod, and a damper is connected to the first foot pedal arm. A first torsion bar is connected to the first foot pedal arm via a torsion spring, and a second torsion bar is connected to the second foot pedal arm via a torsion spring. A first sensor and a second sensor detect the displacement of the pilot's and co-pilot's foot pedals, respectively, and transmit control signals to the computer. Both the first and second tail rotor servo motors are mounted on the tail rotor and are used to control the tail rotor's pitch movement based on the tail rotor pitch calculated by the computer's flight simulation software. The simulator mimics the shell structure of a real aircraft and houses the rotor and tail rotor control systems to simulate helicopter flight control. The rotor control systems control the direction and magnitude of the rotor's lift. The tail rotor control systems change the direction and magnitude of the tail rotor's thrust, thereby controlling the helicopter's heading. The pilot's and co-pilot's foot pedals are connected to the foot pedal rocker arm via a foot pedal connecting rod, allowing the student to control the tail rotor using their feet. The first and second sensors detect the displacement of the pilot's and co-pilot's foot pedals, respectively, and transmit the control signals to the computer. The computer then calculates the tail rotor pitch using flight simulation software and controls the first and second tail rotor servo motors to perform pitch-changing motion. The damper ensures stability of the pilot's foot pedals in the neutral position while limiting their speed during operation, thus improving control stability. The first and second torsion bars provide the student with a realistic sense of resistance, increasing the realism and stability of the control. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1This is a schematic diagram of the rotor control device and tail rotor control device of a flight simulator for teaching flight simulation provided by this utility model;

[0022] Figure 2 This is a system schematic diagram of the control device for a flight simulator used for teaching flight simulation provided by this utility model;

[0023] Figure 3 This utility model provides a schematic diagram of the working principle of the automatic swashplate of the rotor control device of a flight simulator for teaching flight simulation.

[0024] Figure 4 This utility model provides a schematic diagram of the working principle of the control device of a flight simulator for teaching flight simulation, showing the second total pitch rocker arm, the second connecting rocker arm, and the second lateral rocker arm when the cyclic pitch control stick is turned to the right.

[0025] Figure 5 This utility model provides a schematic diagram of the working principle of the control device of a flight simulator for teaching flight simulation, showing the second total pitch rocker arm, the third connecting rocker arm, and the second longitudinal rocker arm when the cyclic pitch control stick is forward.

[0026] Figure 6 This utility model provides a schematic diagram of the working principle of the control device of a flight simulator for teaching flight simulation, showing the second total pitch rocker arm, the third connecting rocker arm, and the second longitudinal rocker arm when the total pitch control stick is upward.

[0027] In the picture:

[0028] 1. Cyclic pitch control unit; 101. Driver's cyclic pitch control lever; 102. Passenger's cyclic pitch control lever; 103. Cyclic pitch torsion shaft;

[0029] 2. Collective pitch control unit; 201. Master pilot collective pitch control lever; 202. Co-pilot collective pitch control lever; 203. Collective pitch torsion shaft; 204. Friction lock device;

[0030] 3. Lateral control wiring system; 301. First lateral composite rocker arm assembly; 302. Second lateral composite rocker arm assembly; 303. First lateral rocker arm; 304. Second lateral rocker arm; 305. Lateral control connecting rod;

[0031] 4. Longitudinal control cable system; 401. First longitudinal rocker arm; 402. Second longitudinal rocker arm; 403. Longitudinal control connecting rod;

[0032] 5. Collective pitch control system; 501. Collective pitch control linkage; 502. First collective pitch rocker arm; 503. First connecting rocker arm; 504. First rocker arm shaft; 505. Second collective pitch rocker arm; 506. Second connecting rocker arm; 507. Third connecting rocker arm; 508. Second rocker arm shaft;

[0033] 6. First horizontal servo mechanism;

[0034] 7. Longitudinal servo mechanism;

[0035] 8. Second horizontal servo mechanism;

[0036] 9. Automatic tilting device; 901. Point A; 902. Point B; 903. Point C;

[0037] 10. Roll axis; 11. Pitch axis;

[0038] 12. Driver's foot pedal; 1201. Right foot pedal; 1202. Left foot pedal; 1203. Main base; 13. Passenger's foot pedal; 14. First foot pedal rocker arm; 15. Second foot pedal rocker arm; 16. Foot pedal connecting rod; 17. Damper; 18. First torsion bar; 19. Second torsion bar. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0040] like Figures 1-6As shown, the present invention provides a control device for a flight simulator for teaching flight simulation, including a rotor control device and a tail rotor control device installed inside the simulator. The rotor control device is used to control the lift direction and magnitude of the rotor; the tail rotor control device is used to change the thrust direction and magnitude of the tail rotor, thereby controlling the helicopter's heading. The tail rotor control device includes a master pilot's foot pedal 12, a co-pilot's foot pedal 13, a first foot pedal rocker arm 14, a second foot pedal rocker arm 15, a foot pedal connecting rod 16, a damper 17, a first torsion bar 18, a second torsion bar 19, a first sensor, a second sensor, a first tail rotor servo motor, and a second tail rotor servo motor. The master pilot's foot pedal 12 is connected to the first foot pedal rocker arm 14 via the foot pedal connecting rod 16. The co-pilot's foot pedal 13 is connected to the second foot pedal rocker arm 15 via a foot pedal connecting rod 16. The first foot pedal rocker arm 14 and the second foot pedal rocker arm 15 are connected via the foot pedal connecting rod 16. A damper 17 is connected to the first foot pedal rocker arm 14. A first torsion bar 18 is connected to the first foot pedal rocker arm 14 via a torsion spring, and a second torsion bar 19 is connected to the second foot pedal rocker arm 15 via a torsion spring. A first sensor and a second sensor are used to detect the displacement of the pilot's foot pedal 12 and the co-pilot's foot pedal 13, respectively, and transmit the control signals to the computer. The first tail rotor servo motor and the second tail rotor servo motor are both mounted on the tail rotor and are used to control the tail rotor to perform pitch-changing motion based on the tail rotor pitch calculated by the computer's flight simulation software.

[0041] The simulator replicates the shell structure of a real aircraft, housing the rotor control system and tail rotor control system. The rotor control system controls the direction and magnitude of the rotor's lift (Fn). The tail rotor control system changes the direction and magnitude of the tail rotor's thrust (TY), thereby controlling the helicopter's heading. The pilot's foot pedals 12 and co-pilot's foot pedals 13 are connected to the first foot pedal arm 14 and the second foot pedal arm 15 via a foot pedal connecting rod 16, allowing the trainee to control the tail rotor using foot pedals. The first and second sensors detect the displacement of the pilot's foot pedals 12 and co-pilot's foot pedals 13, respectively, and transmit the control signals to the computer. The computer then calculates the tail rotor's pitch using flight simulation software and controls the first and second tail rotor servo motors to perform pitch-changing motion.

[0042] The function of the damper 17 is to keep the driver's foot pedal 12 stable when it is in the neutral position, while limiting its speed during operation and improving handling stability.

[0043] The setting of the first torsion bar 18 and the second torsion bar 19 provides trainees with a realistic sense of resistance, enhancing the realism of flight training.

[0044] Furthermore, the driver's pedal unit 12 includes a right pedal 1201, a left pedal 1202, and a main base 1203. The right pedal 1201 and left pedal 1202 are rotatably connected to the main base 1203, and are connected to both sides of the first pedal rocker arm 14 via pedal connecting rods 16. The first torsion bar 18 is located between the two pedal connecting rods 16. The right pedal 1201 and left pedal 1202 can move forward 85mm and backward 85mm, and their pedaling force varies with the stroke, with a maximum value ≤ 20N.

[0045] When the trainee pushes forward on the right pedal 1201, the right pedal 1201 pushes the first pedal rocker arm 14 forward via the pedal connecting rod 16, while the left pedal 1202 moves backward. Since the first pedal rocker arm 14 is connected to the first torsion bar 18 and the damper 17, a certain amount of resistance is generated. The first sensor detects the displacement of the right pedal 1201 and transmits the signal to the computer. Simultaneously, the computer calculates the tail rotor pitch using flight simulation software and controls the first tail rotor servo motor to drive the tail rotor to rotate synchronously, increasing the tail rotor pitch and thus increasing the right thrust of the tail rotor, changing the helicopter's heading.

[0046] When the trainee pushes forward on the left foot pedal 1202, the left foot pedal 1202 pushes the second foot pedal rocker arm 15 forward via the foot pedal connecting rod 16, while the right foot pedal 1201 moves backward. Similarly, the second sensor detects the displacement of the left foot pedal 1202 and transmits the signal to the computer. The computer controls the second tail rotor servo motor to drive the tail rotor to rotate synchronously, reducing the tail rotor pitch and thus increasing the left thrust of the tail rotor, changing the helicopter's heading.

[0047] When the student does not operate the pedals, the damper 17 keeps the right pedal 1201 and the left pedal 1202 in a neutral position to prevent accidental movement.

[0048] The passenger-side foot pedal 13 has the same structure as the driver-side foot pedal 12, so it will not be described in detail here.

[0049] It should be noted that the specific types and locations of the first and second sensors, as well as the first and second tail rotor servo motors, can be designed according to usage requirements, as long as the above functions can be achieved.

[0050] As an optional implementation, the rotor control device includes a cyclic pitch control unit 1, a total pitch control unit 2, a lateral control line system 3, a longitudinal control line system 4, a total pitch control line system 5, a first lateral servo mechanism 6, a longitudinal servo mechanism 7, a second lateral servo mechanism 8, and an automatic swashplate 9. The cyclic pitch control unit 1 is connected to the first lateral servo mechanism 6 and the second lateral servo mechanism 8 via the lateral control line system 3, and is also connected to the longitudinal servo mechanism 7 via the longitudinal control line system 4. The total pitch control unit 2 is connected to the lateral control line system 3 via the total pitch control line system 5. The automatic swashplate 9 is mounted on the rotor hub, and the first lateral servo mechanism 6, the longitudinal servo mechanism 7, and the second lateral servo mechanism 8 are connected to points A 901, B 902, and C 903 of the automatic swashplate 9, respectively.

[0051] This invention achieves lift control of the rotor through the coordinated action of the cyclic pitch control unit 1, the total pitch control unit 2, the lateral control line system 3, the longitudinal control line system 4, the total pitch control line system 5, the first lateral servo mechanism 6, the longitudinal servo mechanism 7, the second lateral servo mechanism 8, and the automatic swashplate 9, thereby improving the realism of simulated flight and resulting in good training effects.

[0052] The cyclic pitch control unit 1 causes the rotor blades' angle of attack to change periodically, controlling the tilt angle of the rotor disk and thus controlling the direction of lift. When the cyclic pitch control unit 1 moves forward or backward, it drives point B 902 of the autoswash plate 9 to move by manipulating the longitudinal control lines 4 and the longitudinal servo mechanism 7, causing the autoswash plate 9 to tilt around the X-axis, thereby achieving the helicopter's movement around the pitch axis 11. For example, when the cyclic pitch control unit 1 is pushed forward, point B 902 of the autoswash plate 9 moves downward, while points A 901 and C 903 remain stationary. As a result of the periodic change in the rotor blades' angle of attack, the rotor disk tilts forward. When the cyclic pitch control unit 1 moves left or right, it drives points A 901 and C of the autoswash plate 9 to move in opposite directions by manipulating the two lateral control lines 3 and the corresponding first lateral servo mechanism 6 and second lateral servo mechanism 8, causing the autoswash plate 9 to tilt around the Y-axis, thereby achieving the helicopter's movement around the roll axis 10. For example, pushing the periodic pitch control unit 1 to the right causes point A 901 of the automatic swashplate 9 to move downwards and point C 903 upwards at equal distances, while point B 902 remains stationary. As a result of the periodic change in the rotor blade installation angle, the rotor disk tilts to the right. The X-axis is determined by the mounting points of the two lateral servo mechanisms, and the Y-axis is determined by the mounting point of the longitudinal servo mechanism 7.

[0053] The total pitch control unit 2 simultaneously changes the angle of attack of all rotor blades, thereby altering the rotor's lift. When the total pitch control unit 2 moves up and down, the total pitch control lines 5 cause points A 901, B 902, and C 903 of the swashplate 9 to move by equal amounts, and the swashplate 9 moves upward or downward parallel to its initial position without affecting the periodic change of the angle of attack. For example, pulling the total pitch control unit 2 upward causes points A 901, B 902, and C 903 of the swashplate 9 to move upward, increasing the rotor's total pitch.

[0054] Among them, such as Figure 2 As shown, the lift (Fn) consists of two parts: a vertical component (S) and a horizontal component (V). By adjusting the cyclic pitch control unit 1, the rotor disk tilt angle is changed, i.e., the tilt angle of the automatic swashplate 9 is changed, which alters the horizontal component (V). Simultaneously, by adjusting the total pitch control unit 2, the magnitude of the rotor's lift can be changed, i.e., the vertical component S is changed.

[0055] Furthermore, the first transverse servo mechanism 6, the longitudinal servo mechanism 7, and the second transverse servo mechanism 8 are all approximated using servo electric cylinders with a stroke of 100mm. The aforementioned servo mechanisms adopt a parallel dual-operation method.

[0056] Sensors are installed on the lateral control line system 3, longitudinal control line system 4, and collective pitch control line system 5 to detect the movement of the cyclic pitch control unit 1 and the collective pitch control unit 2, and feed the data back to the computer (flight simulator software). The computer (flight simulator software) calculates the actuation stroke and speed of the electric push rod of the aforementioned servo mechanism based on the control signals of the cyclic pitch control unit 1 and the collective pitch control unit 2, and outputs signals to control the tilting and sliding movements of the automatic swashplate 9.

[0057] The angles between points A (901) and B (902), and between points B (902) and C (903) are all 90 degrees.

[0058] As an optional implementation, the total pitch control unit 2 includes a master pilot total pitch control lever 201 and a co-pilot total pitch control lever 202, which are connected by a total pitch torque shaft 203; the total pitch control wiring system 5 includes a total pitch control linkage 501, a first total pitch composite rocker arm assembly, and a second total pitch composite rocker arm assembly, with both ends of the total pitch torque shaft 203 connected to the first total pitch composite rocker arm assembly and the second total pitch composite rocker arm assembly respectively via the total pitch control linkage 501.

[0059] Furthermore, torsion springs are provided at both ends of the total pitch torsion shaft 203 between the master pilot's total pitch control lever 201 and the co-pilot's total pitch control lever 202 to provide simulated force feedback.

[0060] The master control stick 201 and the co-pilot control stick 202 are respectively equipped with a friction lock device 204 in the prior art, which is used to provide a balancing force not less than the weight of the corresponding master control stick, and the magnitude of the friction force is adjustable.

[0061] The master pilot's total pitch control lever 201 and the co-pilot's total pitch control lever 202 are used to generate vertical lift signals, and their travel range is 150mm~200mm.

[0062] As an optional implementation, the cyclic pitch control unit 1 includes a driver's cyclic pitch control lever 101 and a passenger's cyclic pitch control lever 102, which are connected by a cyclic pitch torque shaft 103.

[0063] The lateral control line system 3 includes a first lateral composite rocker arm assembly 301, a second lateral composite rocker arm assembly 302, a first lateral rocker arm 303, a second lateral rocker arm 304, and a lateral control connecting rod 305. The master driving cycle pitch control lever 101 is connected in sequence to the first lateral composite rocker arm assembly 301, the first lateral rocker arm 303, and the first lateral servo mechanism 6 through the lateral control connecting rod 305.

[0064] The co-pilot's cyclic pitch control lever 102 is connected in sequence to the second lateral composite rocker arm assembly 302, the second lateral rocker arm 304, and the second lateral servo mechanism 8 via the lateral control connecting lever 305.

[0065] The driver's cyclic pitch control lever 101 and the passenger's cyclic pitch control lever 102 are used to generate forward, backward, left, and right signals. In longitudinal operation, both can move forward 70mm and backward 120mm, with the lever force varying with the travel, up to a maximum of ≤10N. In lateral operation, both can move left or right 100mm each; similarly, the lateral lever force also varies with the travel, up to a maximum of ≤10N.

[0066] As an optional implementation, the first lateral rocker arm 303 is connected to the first total pitch composite rocker arm assembly, and the second lateral rocker arm 304 is connected to the second total pitch composite rocker arm assembly.

[0067] As an optional implementation, the first lateral composite rocker arm assembly 301 and the second lateral composite rocker arm assembly 302 are connected by a lateral control connecting rod 305.

[0068] As an optional implementation, the longitudinal control line system 4 includes a first longitudinal rocker arm 401, a second longitudinal rocker arm 402, and a longitudinal control connecting rod 403. The first longitudinal rocker arm 401 is disposed on the periodic variable pitch torque shaft 103 and is sequentially connected to the second longitudinal rocker arm 402 and the longitudinal servo mechanism 7 through the longitudinal control connecting rod 403. The second longitudinal rocker arm 402 is connected to the second total pitch composite rocker arm assembly.

[0069] Furthermore, the first total pitch composite rocker arm assembly includes a first total pitch rocker arm 502, a first connecting rocker arm 503, and a first rocker arm shaft 504 connecting the first total pitch rocker arm 502 and the first connecting rocker arm 503. The first lateral rocker arm 303, located between the lateral control line system 3 and the total pitch control line system 5, is connected to the first connecting rocker arm 503.

[0070] The second total pitch composite rocker arm assembly includes a second total pitch rocker arm 505, a second connecting rocker arm 506, a third connecting rocker arm 507, and a second rocker arm shaft 508 connecting the second total pitch rocker arm 505, the second connecting rocker arm 506, and the third connecting rocker arm 507. The second connecting rocker arm 506 is connected to the second lateral rocker arm 304, and the third connecting rocker arm 507 is connected to the second longitudinal rocker arm 402. The second lateral rocker arm 304 and the second longitudinal rocker arm 402, located at the confluence of the lateral control lines 3 and the longitudinal control lines 4 with the total pitch control lines 5, are respectively connected to the second connecting rocker arm 506 and the third connecting rocker arm 507.

[0071] The two ends of the total pitch torque shaft 203 are connected to the first total pitch rocker arm 502 and the second total pitch rocker arm 505 respectively via the total pitch control linkage 501.

[0072] At the confluence of the lateral control line system 3, the longitudinal control line system 4, and the total pitch control line system 5, the arrangement of the first and second total pitch composite rocker arm assemblies allows each line system to be operated independently without interference. For example, when the master pilot's total pitch control lever 201 or the co-pilot's total pitch control lever 202 is operated, increasing or decreasing the total pitch does not affect the tilt angle of the automatic swashplate 9, meaning the cyclic pitch control remains unchanged. Similarly, when the master pilot's cyclic pitch control lever 101 or the co-pilot's cyclic pitch control lever 102 is operated, the total pitch value is also not affected; the automatic swashplate 9 tilts, but its center remains at its original height.

[0073] The total pitch control line system 5 uses the lateral control line system 3 and the longitudinal control line system 4 following the first total pitch composite rocker assembly and the second total pitch composite rocker assembly. Moving the master pilot's total pitch control stick 201 or the co-pilot's total pitch control stick 202 causes the three servo mechanisms to move in equal proportions, thereby driving the automatic swashplate 9 to translate.

[0074] like Figure 4As shown, when the cyclic pitch control lever moves to the right or left, it drives the second lateral rocker arm 304 to rotate around its connecting shaft with the second connecting rocker arm 506, while the second total pitch rocker arm 505 remains stationary and the first lateral rocker arm 303 rotates in the opposite direction.

[0075] like Figure 5 As shown, when the periodic pitch control lever moves forward or backward, it drives the second longitudinal rocker arm 402 to rotate around its connecting shaft with the third connecting rocker arm 507, while the second total pitch rocker arm 505 remains stationary.

[0076] like Figure 6 As shown, when the total pitch control lever moves up or down, it drives the second total pitch rocker arm 505 to rotate, which in turn drives the second lateral rocker arm 304 and the second longitudinal rocker arm 402 to make the same displacement through the second connecting rocker arm 506 and the third connecting rocker arm 507.

[0077] Similarly, the working principle of the first lateral rocker arm 303 and the first collective pitch rocker arm 502 is the same. When the cyclic pitch control lever moves left and right, the first lateral rocker arm 303 rotates around its connecting shaft with the first connecting rocker arm 503, while the first collective pitch rocker arm 502 remains stationary, and the second lateral rocker arm 304 rotates in the opposite direction. When the collective pitch control lever moves up and down, the first collective pitch rocker arm 502 rotates, driving the first lateral rocker arm 303 to make the same displacement through the first connecting rocker arm 503.

[0078] The working principle of this utility model is as follows:

[0079] When the master pilot's total pitch control stick 201 or the co-pilot's total pitch control stick 202 is operated, the total pitch torque shaft 203 is rotated, which in turn drives the first total pitch rocker arm 502 and the second total pitch rocker arm 505 to rotate via the lateral control connecting rod 305. Subsequently, the first lateral rocker arm 303, the second lateral rocker arm 304 and the second longitudinal rocker arm 402 are driven to make equal displacements via the connecting rocker arms of the first total pitch rocker arm 502 and the second total pitch rocker arm 505, respectively. This displacement is further transmitted to the first lateral servo mechanism 6, the longitudinal servo mechanism 7 and the second lateral servo mechanism 8 via the lateral control line system 3 and the longitudinal control line system 4, driving the automatic swashplate 9 to make equal movements at points A 901, B 902 and C 903, so that the automatic swashplate 9 moves upward or downward parallel to the initial position, thereby changing the total pitch of the rotor.

[0080] When the master pilot's cyclic pitch control stick 101 or the co-pilot's cyclic pitch control stick 102 moves left or right, the movement is transmitted through the lateral control connecting rod 305 to the first lateral composite rocker arm assembly 301 or the second lateral composite rocker arm assembly 302, and then to the first lateral rocker arm 303 or the second lateral rocker arm 304, and then to the first lateral servo mechanism 6 and the second lateral servo mechanism 8, respectively, driving the A point 901 and C point 903 of the automatic swashplate 9 to move in opposite directions, thereby changing the rotor disk tilt angle.

[0081] When the master pilot's cyclic pitch control stick 101 or the co-pilot's cyclic pitch control stick 102 moves back and forth, it drives the cyclic pitch torque shaft 103 to rotate. This rotation is transmitted to the first longitudinal rocker arm 401 via the longitudinal control connecting rod 403, and then to the second longitudinal rocker arm 402 via the third connecting rocker arm 507, causing corresponding movement. This movement is then transmitted to the longitudinal servo mechanism 7, which drives the B point 902 of the automatic swashplate 9 to move, thereby changing the rotor disk tilt angle.

[0082] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0083] In the description of this utility model, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0084] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0085] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "a particular example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0086] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A control device of a simulator for flight simulation teaching, characterized by comprising: The rotor control device comprises a cyclic pitch control part, a collective pitch control part, a lateral control wire system, a longitudinal control wire system, a collective pitch control wire system, a first lateral servo mechanism, a longitudinal servo mechanism, a second lateral servo mechanism and an automatic tilting device; the cyclic pitch control part is connected with the first lateral servo mechanism and the second lateral servo mechanism through the lateral control wire system respectively, and meanwhile, the cyclic pitch control part is connected with the longitudinal servo mechanism through the longitudinal control wire system; the collective pitch control part is connected with the lateral control wire system through the collective pitch control wire system respectively; the automatic tilting device is arranged on a rotor hub, and the first lateral servo mechanism, the longitudinal servo mechanism and the second lateral servo mechanism are connected with A point, B point and C point of the automatic tilting device respectively.

2. The control device of a simulator according to claim 1, wherein The collective pitch control part comprises a main pilot collective pitch control rod and a copilot collective pitch control rod, and the main pilot collective pitch control rod and the copilot collective pitch control rod are connected through a collective pitch torsion shaft; the collective pitch control wire system comprises a collective pitch control connecting rod, a first collective pitch compound rocker arm assembly and a second collective pitch compound rocker arm assembly, and two ends of the collective pitch torsion shaft are connected with the first collective pitch compound rocker arm assembly and the second collective pitch compound rocker arm assembly through the collective pitch control connecting rod respectively.

3. The control device of a simulator according to claim 2, wherein The cyclic pitch control part comprises a main pilot cyclic pitch control rod and a copilot cyclic pitch control rod, and the main pilot cyclic pitch control rod and the copilot cyclic pitch control rod are connected through a cyclic pitch torsion shaft; 4. The control device of a simulator according to claim 3, wherein ​ The lateral control cable system comprises a first lateral composite bell crank assembly, a second lateral composite bell crank assembly, a first lateral bell crank, a second lateral bell crank and a lateral control connecting rod, the main pilot cyclic control lever is connected with the first lateral composite bell crank assembly, the first lateral bell crank and the first lateral servo mechanism in sequence through the lateral control connecting rod; The co-pilot cyclic control lever is connected with the second lateral composite bell crank assembly, the second lateral bell crank and the second lateral servo mechanism in sequence through the lateral control connecting rod.

5. The control device of a simulator according to claim 4, wherein The first lateral bell crank is connected with the first total pitch composite bell crank assembly, and the second lateral bell crank is connected with the second total pitch composite bell crank assembly.

6. The control device of a simulator according to claim 5, wherein The first lateral composite bell crank assembly and the second lateral composite bell crank assembly are connected through the lateral control connecting rod.

7. The control device of a simulator according to claim 6, wherein The longitudinal control cable system comprises a first longitudinal bell crank, a second longitudinal bell crank and a longitudinal control connecting rod, the first longitudinal bell crank is arranged on the cyclic control torsion shaft and connected with the second longitudinal bell crank and the longitudinal servo mechanism in sequence through the longitudinal control connecting rod, and the second longitudinal bell crank is connected with the second total pitch composite bell crank assembly.

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