Horizontal control surface deflection angle detection clamp

Abstract

The utility model discloses a horizontal control surface deflection angle detection clamp, which belongs to the technical field of aircrafts and comprises a clamp main body used for fixing a horizontal control surface, an angle adjusting disc is arranged on the clamp main body, an angular displacement sensor is mounted on the angle adjusting disc, and the angular displacement sensor acquires angle data of the horizontal control surface. According to the utility model, on the basis of meeting the requirement of light weight, the problem of errors caused by manual measurement and calculation of a traditional mechanical bevel protractor is avoided, the deflection angle of the control surface can be reflected more accurately, and data of a plurality of clamps can be measured, analyzed and compared in real time through data transmission in a wireless mode.

Description

Technical Field

[0001] This utility model belongs to the field of aircraft technology, and in particular relates to a horizontal control surface deflection angle detection fixture. Background Technology

[0002] Currently, most horizontal control surface deflection angle measuring fixtures use a fixed-angle aluminum alloy clamp plate with a mechanical angle gauge to measure the horizontal control surface deflection angle. This means that the measurement can only be performed by manually subtracting the angle between the plane to be measured and its initial position, which is a complex, time-consuming, and inaccurate process.

[0003] Therefore, there is an urgent need to design a horizontal rudder surface deflection angle detection fixture to solve the problems of complex and time-consuming measurement process and low accuracy mentioned above. Utility Model Content

[0004] To address the technical problems mentioned in the background art, such as the complex and time-consuming measurement process and low accuracy, a horizontal control surface deflection angle detection fixture is provided to solve the above problems.

[0005] To achieve the above objectives, the specific technical solution of the horizontal rudder surface deflection angle detection fixture of this utility model is as follows:

[0006] A horizontal control surface deflection angle detection fixture includes a fixture body for fixing the horizontal control surface, an angle adjustment disk is provided on the fixture body, an angular displacement sensor is installed on the angle adjustment disk, and the angular displacement sensor collects the angle data of the horizontal control surface.

[0007] Furthermore, the fixture body includes an upper fixture and a lower fixture, which are rotatably connected by a first rotating shaft to form a connecting end of the fixture body. The ends of the upper and lower fixtures away from the first rotating shaft form the clamping ends of the fixture body. A locking element is provided between the clamping end and the connecting end. By rotating the locking element, the upper and lower fixtures move closer to each other, thereby clamping the horizontal rudder surface with the clamping end of the fixture body.

[0008] Furthermore, the locking component includes a locking bolt and a locking knob. The locking bolt passes through the lower clamp and the upper clamp in sequence and is screwed to the locking knob. Rotating the locking knob brings the lower clamp and the upper clamp closer to each other.

[0009] Furthermore, a first long through hole is provided on the lower clamp, and the locking bolt passes through the first long through hole, passes through the upper clamp, and is screwed to the locking knob.

[0010] Furthermore, a fall arrestor nut is screwed onto the locking bolt, and a fall arrestor washer is fixedly connected to the lower clamp. The cross-sectional area of ​​the fall arrestor nut is larger than that of the first long through hole. After the locking bolt passes through the fall arrestor washer and is screwed onto the fall arrestor nut, it passes through the first long through hole so that the fall arrestor nut is located between the fall arrestor washer and the first long through hole, thereby limiting the fall arrestor nut.

[0011] Furthermore, the lower clamp is equipped with abutment legs, and the lower clamp abuts against the horizontal rudder surface through the abutment legs.

[0012] Furthermore, the abutment leg includes a leg and an abutment end, the abutment end and the leg are fixedly connected, the abutment leg abuts against the horizontal rudder surface through the abutment end, a second long through hole is provided on the lower clamp, a second rotating shaft is installed in the second long through hole, and the second rotating shaft is rotatably connected to the leg.

[0013] Furthermore, an anti-slip pad is provided on the contact end.

[0014] Furthermore, the upper clamp is equipped with an anti-slip pad.

[0015] Furthermore, the main body of the clamp is equipped with rubber protective corners.

[0016] The horizontal rudder surface deflection angle detection fixture of this utility model has the following advantages:

[0017] While meeting the requirements of lightweight design, this invention avoids the error problems of manual measurement and calculation by traditional mechanical angle gauges, and can more accurately reflect the deflection angle of the control surface. Furthermore, through wireless data transmission, it can perform real-time measurement, analysis, and comparison of data from multiple fixtures. Attached Figure Description

[0018] Figure 1 This is the front view of the horizontal rudder surface deflection angle detection fixture of this utility model;

[0019] Figure 2 This is a side view of the horizontal rudder surface deflection angle detection fixture of this utility model;

[0020] Figure 3 This is a structural diagram of the horizontal rudder surface deflection angle detection fixture of this utility model;

[0021] Figure 4 This is a schematic diagram illustrating the use of the horizontal rudder surface deflection angle detection method of this utility model.

[0022] The markings in the diagram are as follows: 1. Fixture body; 11. Upper fixture; 12. Lower fixture; 121. Second through hole; 13. First rotating shaft; 14. Locking element; 141. Locking bolt; 142. Locking knob; 143. Anti-fall nut; 144. Anti-fall washer; 15. Abutment leg; 151. Leg; 152. Abutment end; 16. Second rotating shaft; 2. Angle adjustment disc; 3. Angular displacement sensor; 4. Horizontal control surface; 5. Anti-slip pad; 6. Rubber protective corner. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0024] Those skilled in the art will understand that although some embodiments herein include certain features included in other embodiments but not others, combinations of features from different embodiments are intended to be within the scope of this invention and form different embodiments. For example, in the claims, any of the claimed embodiments can be used in any combination.

[0025] The following is a reference to the appendix. Figure 1 To be continued Figure 4 This invention describes a horizontal rudder surface deflection angle detection fixture.

[0026] The existing horizontal rudder surface deflection angle measuring fixture can only measure by manually subtracting the angle between the plane to be measured and its initial position. The measurement process is complicated, time-consuming, and not very accurate.

[0027] Therefore, this utility model provides a horizontal rudder surface deflection angle detection fixture, such as Figures 1-4 As shown, the fixture includes a main body 1 for fixing the horizontal control surface 4. The main body 1 is equipped with an angle adjustment disk 2, and an angular displacement sensor 3 is installed on the angle adjustment disk 2. The angular displacement sensor 3 collects the angle data of the horizontal control surface 4. Specifically, the angle adjustment disk 2 can adapt to the deflection angle measurement requirements of various models of horizontal control surfaces 4 through its flexible adjustment function, so that the angular displacement sensor 3 on it can be adapted to the detection of various horizontal control surfaces 4, thereby making the measurement accurate and fast. Optionally, the angular displacement sensor 3 transmits data wirelessly and connects to an external data processing device, which can simultaneously receive measurement data from multiple fixtures, thereby performing real-time measurement, analysis and comparison.

[0028] As a preferred option, such as Figure 2As shown, the clamp body 1 includes an upper clamp 11 and a lower clamp 12. The upper clamp 11 and the lower clamp 12 are rotatably connected by a first rotating shaft 13 to form a connecting end of the clamp body 1. The ends of the upper clamp 11 and the lower clamp 12 away from the first rotating shaft 13 form the clamping end of the clamp body 1. A locking member 14 is provided between the clamping end and the connecting end. When the locking member 14 is rotated, the upper clamp 11 and the lower clamp 12 move closer to each other, thereby clamping the horizontal rudder surface 4 at the clamping end of the clamp body 1. Specifically, the upper clamp 11 and the lower clamp 12 are rotatably connected at one end via the first rotating shaft 13, allowing the upper clamp 11 and the lower clamp 12 to rotate around the first rotating shaft 13. When the clamping ends of the upper clamp 11 and the lower clamp 12 are located on opposite sides of the horizontal rudder surface 4 to be measured, the clamping end of the upper clamp 11 and the lower clamp 12 away from the first rotating shaft 13 is locked by the locking member 14, thereby clamping the horizontal rudder surface 4 to be measured by the upper clamp 11 and the lower clamp 12.

[0029] Preferably, the upper clamp 11 and the lower clamp 12 are made of aluminum alloy, while the first rotating shaft 13 and the locking element 14 are made of stainless steel, in order to balance dimensional accuracy, lightweight and structural strength.

[0030] As a preferred option, such as Figure 4 As shown, the locking component 14 includes a locking bolt 141 and a locking knob 142. The locking bolt 141 passes through the lower clamp 12 and the upper clamp 11 in sequence and is screwed onto the locking knob 142. Rotating the locking knob 142 brings the lower clamp 12 and the upper clamp 11 closer to each other. Specifically, rotating the locking bolt 141 causes it to abut against the lower clamp 12 in the direction of approaching the upper clamp 11, while the locking knob 142 abuts against the upper clamp 11 in the direction of approaching the lower clamp 12, thereby clamping the horizontal rudder surface 4 to be measured between the upper clamp 11 and the lower clamp 12.

[0031] Preferably, the lower clamp 12 has a first elongated through hole (not shown in the figure). The locking bolt 141 passes through the first elongated through hole, passes through the upper clamp 11, and is screwed to the locking knob 142. Specifically, the first elongated through hole allows the locking bolt 141 to move along the through hole. The operator can adjust the position of the locking bolt 141 in the first elongated through hole to adapt the locking bolt 141 to different clamping angles.

[0032] Preferably, a fall arrestor nut 143 is screwed onto the locking bolt 141, and a fall arrestor washer 144 is fixedly connected to the lower clamp 12. The cross-sectional area of ​​the fall arrestor nut 143 is larger than that of the first elongated through hole. After the locking bolt 141 passes through the fall arrestor washer 144 and is screwed onto the fall arrestor nut 143, it passes through the first elongated through hole, so that the fall arrestor nut 143 is located between the fall arrestor washer 144 and the first elongated through hole, thereby limiting the position of the fall arrestor nut 143. Specifically, the operator can adjust the position of the fall arrestor nut 143 on the locking bolt 141 to adapt to different angles of clamping the rudder surface. At the same time, the fall arrestor nut 143 is located between the fall arrestor washer 144 and the first elongated through hole, so that the locking bolt 141 can be suspended on the lower clamp 12 to prevent the locking bolt 141 from falling.

[0033] As a preferred option, such as Figure 4 As shown, the lower clamp 12 is provided with abutting legs 15. The lower clamp 12 abuts against the horizontal rudder surface 4 through the abutting legs 15. The abutting legs 15 abut against the horizontal rudder surface 4 ensure the effective area of ​​abutting fixation and the reliability of abutting fixation.

[0034] As a preferred option, such as Figure 3 and Figure 4 As shown, the abutment leg 15 includes a leg 151 and an abutment end 152. The abutment end 152 and the leg 151 are fixedly connected. The abutment leg 15 abuts against the horizontal rudder surface 4 through the abutment end 152. A second elongated through hole 121 is provided on the lower clamp 12. A second rotating shaft 16 is installed in the second elongated through hole 121. The second rotating shaft 16 is rotatably connected to the leg 151. Specifically, the rotatable connection between the second rotating shaft 16 and the leg 151 ensures that the contact surface between the abutment leg 15 and the horizontal rudder surface 4 is perpendicular, ensuring the reliability of the abutment. At the same time, depending on the usage scenario, the rotation range of the abutment leg 15 can be adjusted by adjusting the length of the second elongated through hole 121. That is, the rotation angle of the abutment leg 15 is limited by the abutment edge of the second elongated through hole 121 abutting against the structural edge of the abutment leg 15.

[0035] As a preferred option, such as Figure 2 As shown, an anti-slip pad 5 is provided on the contact end 152. Optionally, the anti-slip pad 5 is made of EVA material to prevent hard contact from damaging the control surface or slipping off during the rotation of the control surface.

[0036] As a preferred option, such as Figure 4 As shown, the upper clamp 11 is equipped with an anti-slip pad 5. Optionally, the anti-slip pad 5 is made of EVA material to prevent hard contact damage to the rudder surface or slippage during rudder surface rotation.

[0037] As a preferred option, such as Figure 1 As shown, the clamp body 1 is equipped with rubber protective corners 6, which are used to protect the safety of personnel and equipment in the event of accidental detachment.

[0038] Preferably, the horizontal rudder deflection angle measuring fixture also includes an adjustment device that can adjust the installation angle of the angle sensor 3.

[0039] The method of using this utility model is as follows: After opening the upper clamp 11 and the lower clamp 12, the anti-slip pad 5 on the abutting end 152 and the anti-slip pad 5 on the upper clamp 11 are attached to the edge of the horizontal control surface 4 to be measured, so that the measuring axis of the angle sensor itself is parallel to the rotation axis of the horizontal control surface 4. Rotate the locking knob 142 to make the deformation rate of the EVA material anti-slip pad 5 reach more than 50% to complete the fixation.

[0040] While meeting the requirements of lightweight design, this invention avoids the error problems of manual measurement and calculation by traditional mechanical angle gauges, and can more accurately reflect the deflection angle of the control surface. Furthermore, through wireless data transmission, it can perform real-time measurement, analysis, and comparison of data from multiple fixtures.

[0041] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A rudder deflection angle detection jig characterized by comprising: The clamp body is provided with an angle adjusting disc, and an angular displacement sensor is installed on the angle adjusting disc to collect the angle data of the horizontal rudder surface. The clamp body comprises an upper clamp and a lower clamp, and the upper clamp and the lower clamp are rotationally connected through a first rotating shaft to form a connecting end of the clamp body.

2. The rudder deflection angle detection jig according to claim 1, characterized by The locking member comprises a locking bolt and a locking knob, the locking bolt passes through the lower clamp and the upper clamp in sequence and is screwed with the locking knob, and the locking knob is rotated to make the lower clamp and the upper clamp close to each other.

3. The rudder deflection angle detection jig according to claim 2, characterized by The lower clamp is provided with a first long through hole, and the locking bolt passes through the first long through hole, penetrates the upper clamp and is screwed with the locking knob.

4. The rudder deflection angle detection jig according to claim 3, characterized by A fall-preventing nut is screwed on the locking bolt, and a fall-preventing gasket is fixedly connected to the lower clamp.

5. The rudder deflection angle detection jig according to claim 1, characterized by The cross-sectional area of the fall-preventing nut is larger than that of the first long through hole, the locking bolt penetrates the fall-preventing gasket and is screwed with the fall-preventing nut, and then passes through the first long through hole, so that the fall-preventing nut is located between the fall-preventing gasket and the first long through hole, thereby limiting the fall-preventing nut.

6. The rudder deflection angle detection jig according to claim 5, characterized by The lower clamp is provided with an abutting leg, and the lower clamp abuts against the horizontal rudder surface through the abutting leg.

7. The rudder deflection angle detection jig according to claim 6, characterized by The abutting leg comprises a leg and an abutting end, the abutting end is fixedly connected with the leg, the abutting leg abuts against the horizontal rudder surface through the abutting end, the lower clamp is provided with a second long through hole, a second rotating shaft is installed in the second long through hole, and the second rotating shaft is rotationally connected with the leg.

8. The rudder deflection angle detection jig according to claim 1, characterized by The abutting end is provided with an anti-skid pad.

9. The rudder deflection angle detection jig according to claim 1, characterized by, The upper clamp is provided with an anti-skid pad. The clamp body is provided with a rubber protection corner.

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