Detection device of aircraft attitude control system

Abstract

The utility model relates to a detection device of an aircraft attitude control system, which belongs to the technical field of aircraft detection, and comprises a first clutch, the first clutch comprises a first microswitch and a first electromagnet coil, and the detection device comprises a power supply module and a first indicating lamp; the common end of the first microswitch is grounded, and the power supply module, the first indicating lamp and the normally open end and the common end of the first microswitch are sequentially connected to form a second loop; the power supply module, the first electromagnet coil and the normally closed end and the common end of the first microswitch are sequentially connected to form a first loop. Whether the working state of the clutch of the aircraft attitude control system is normal or not is judged by directly observing the pull-in state of the first clutch and the on-off state of the first indicator lamp, the purpose of rapidly detecting the clutch is achieved, and the aircraft fault detection efficiency is effectively improved.

Description

Technical Field

[0001] This utility model relates to the field of aircraft testing technology, and in particular to a testing device for an aircraft attitude control system. Background Technology

[0002] The aircraft attitude control system works in coordination with the elevator clutch, aileron clutch and trim system.

[0003] In the existing technology, there is a lack of dedicated testing devices to monitor the aircraft attitude control system debugging process in real time. When a fault occurs, it is necessary to repeatedly search for the fault point, which is time-consuming, labor-intensive, and inefficient. Utility Model Content

[0004] In view of this, it is necessary to provide a detection device for an aircraft attitude control system to solve the technical problem of low efficiency in the prior art, which requires repeated searching for fault points when a fault occurs.

[0005] To address the aforementioned issues, this invention provides a detection device for an aircraft attitude control system. The aircraft attitude control system includes a first clutch, which comprises a first micro switch and a first electromagnet coil. The detection device includes a power module and a first indicator light.

[0006] The power module, the first electromagnet coil, and the normally closed terminal and common terminal of the first micro switch are connected in sequence to form a first circuit;

[0007] The common terminal of the first micro switch is grounded, and the power module, the first indicator light, and the normally open terminal and the common terminal of the first micro switch are connected in sequence to form a second circuit.

[0008] In one possible implementation, the power module includes a power supply and a power switch, with the negative terminal of the power supply grounded and the positive terminal connected to one end of the power switch, and the other end of the power switch connected to the first indicator light and the first electromagnet coil.

[0009] In one possible implementation, a first operating switch is also connected to the first circuit, and the first operating switch is connected between the power module and the first electromagnet coil.

[0010] In one possible implementation, a first fuse is also connected to the first circuit and the second circuit. One end of the first fuse is connected to the power module, and the other end is connected to the first indicator light and the first electromagnet coil.

[0011] In one possible implementation, the aircraft attitude control system further includes a second clutch, wherein one of the first clutch and the second clutch is an aileron clutch and the other is an elevator clutch, the second clutch includes a second micro switch and a second electromagnet coil, and the detection device further includes a second indicator light;

[0012] The common terminal of the second micro switch is grounded, and the power module, the second electromagnet coil, and the normally closed terminal and the common terminal of the second micro switch are connected in sequence to form a third circuit;

[0013] The power module, the second indicator light, and the normally open terminal and common terminal of the second micro switch are connected in sequence to form a fourth circuit.

[0014] In one possible implementation, the aircraft attitude control system further includes a servo motor, the servo motor including a first potentiometer, the first potentiometer including a first sliding contact, a first fixed contact and a second fixed contact, and the detection device further includes a resistance testing module connected to the first sliding contact, the first fixed contact and the second fixed contact, for detecting and displaying the resistance values ​​between the first sliding contact and the first fixed contact, and between the second sliding contact and the second fixed contact.

[0015] In one possible implementation, the servo motor further includes a second potentiometer, which includes a second sliding contact, a third fixed contact, and a fourth fixed contact. The resistance testing module is also connected to the second sliding contact, the third fixed contact, and the fourth fixed contact to detect and display the resistance values ​​between the second sliding contact and the third fixed contact, and between the second sliding contact and the fourth fixed contact.

[0016] In one possible implementation, the resistance testing module includes a first resistance tester, a second resistance tester, a first changeover switch, and a second changeover switch. The power interfaces of the first and second resistance testers are connected to the power module. The test lead interface of the first resistance tester includes a first interface and a second interface. The test lead interface of the second resistance tester includes a third interface and a fourth interface. The first changeover switch includes a first moving contact, a first stationary contact, a second stationary contact, a second moving contact, a third stationary contact, and a fourth stationary contact. The first moving contact switches between the first stationary contact and the second stationary contact. The second moving contact switches between the third stationary contact and the fourth stationary contact. The second changeover switch includes a third moving contact, a fifth stationary contact, a sixth stationary contact, a fourth moving contact, a seventh stationary contact, and an eighth stationary contact. The third moving contact switches between the fifth stationary contact and the sixth stationary contact. The fourth moving contact switches between the seventh stationary contact and the eighth stationary contact.

[0017] The first moving contact is connected to the first interface, the first stationary contact is connected to the first fixed contact, the second stationary contact is connected to the third fixed contact, the second moving contact is connected to the second interface, the third stationary contact is connected to the first sliding contact, the fourth stationary contact is connected to the second sliding contact, the third moving contact is connected to the third interface, the fifth stationary contact is connected to the second fixed contact, the sixth stationary contact is connected to the second sliding contact, the fourth moving contact is connected to the fourth interface, the seventh stationary contact is connected to the first sliding contact, and the eighth stationary contact is connected to the fourth fixed contact.

[0018] When the first moving contact is connected to the first stationary contact and the second moving contact is connected to the third stationary contact, the third moving contact is connected to the fifth stationary contact and the fourth moving contact is connected to the seventh stationary contact;

[0019] When the first moving contact is connected to the second stationary contact, and the second moving contact is connected to the fourth stationary contact, the third moving contact is connected to the sixth stationary contact, and the fourth moving contact is connected to the eighth stationary contact.

[0020] In one possible implementation, a power supply switch is also connected between the power supply module and the resistance test module.

[0021] In one possible implementation, the resistance testing module employs a four-and-a-half-digit resistance tester.

[0022] The beneficial effects of this utility model are as follows: The detection device for the aircraft attitude control system provided by this utility model directly locates the fault detection point on the clutch. During detection, the power supply is first turned on, and the power module supplies power. When the pedal of the first clutch is not depressed, the normally closed terminal of the first micro switch is connected to the common terminal, the first circuit is connected, and the first electromagnet coil is energized and normally engaged. When the pedal of the first clutch is depressed, the normally open terminal of the first micro switch is connected to the common terminal, the second circuit is connected, and the first indicator light is energized and constantly lit. When the above situation occurs, it indicates that the first micro switch and the first electromagnet coil are working normally, and the clutch is working normally. Otherwise, the power-on debugging will fail. The first micro switch needs to be adjusted or the circuit fault needs to be checked until the debugging is successful. This allows for the determination of whether the clutch working status of the aircraft attitude control system is normal by directly observing the engagement state of the first clutch and the on / off state of the first indicator light, achieving the purpose of rapid clutch detection and effectively improving the efficiency of aircraft fault detection. Attached Figure Description

[0023] Figure 1 A schematic flowchart of an embodiment of the detection device for the aircraft attitude control system provided by this utility model;

[0024] Figure 2 A schematic diagram of the interface of the detection device for the aircraft attitude control system provided by this utility model;

[0025] Reference numerals: 1-First clutch; 11-First micro switch; 12-First electromagnet coil; 2-Power module; 21-Power supply; 22-Power switch; 3-First clutch detection module; 31-First indicator light; 32-First working switch; 33-First fuse; 4-Second clutch; 41-Second micro switch; 42-Second electromagnet coil; 5-Second clutch detection module; 51-Second indicator light; 52-Second working switch; 53-Second fuse; 6-Servo motor; 61-First potentiometer; 611-First sliding contact; 612-First fixed contact; 613-Second fixed contact; 62-Second potentiometer; 621-Second sliding contact; 62 2-Third fixed contact; 623-Fourth fixed contact; 7-Resistance test module; 71-First resistance tester; 711-First interface; 712-Second interface; 72-Second resistance tester; 721-Third interface; 722-Fourth interface; 73-First changeover switch; 731-First moving contact; 732-First stationary contact; 733-Second stationary contact; 734-Second moving contact; 735-Third stationary contact; 736-Fourth stationary contact; 74-Second changeover switch; 741-Third moving contact; 742-Fifth stationary contact; 743-Sixth stationary contact; 744-Fourth moving contact; 745-Seventh stationary contact; 746-Eighth stationary contact; 8-Power supply switch. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0027] It should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this invention illustrate operations implemented according to some embodiments of this invention. It should be understood that the operations in the flowcharts may be implemented out of sequence, and steps without logical contextual relationships may be reversed or performed simultaneously. Furthermore, those skilled in the art, guided by the content of this invention, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor systems and / or microcontroller systems.

[0028] The terms "first," "second," etc., used in the embodiments of this utility model are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a technical feature specified with "first" or "second" may explicitly or implicitly include at least one of those features. "And / or" describes the relationship between related objects, indicating that three relationships may exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone.

[0029] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the present invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0030] This utility model provides a detection device for an aircraft attitude control system, which will be described in detail below.

[0031] Figure 1 A schematic flowchart of an embodiment of the detection device for the aircraft attitude control system provided by this utility model is shown below. Figure 1As shown, the aircraft attitude control system includes a first clutch 1, which includes a first micro switch 11 and a first electromagnet coil 13. In the aircraft attitude control system, the normally closed end of the micro switch is connected in series with the electromagnet coil circuit. When the clutch is working normally, the normally closed end of the micro switch remains closed, the electromagnet coil is energized and attracted, and the clutch is in the engaged state (power transmission). When it is necessary to disengage the clutch, the normally closed end of the micro switch opens, the electromagnet coil is de-energized and released, and the clutch is disengaged (power interruption).

[0032] like Figure 1 As shown, the detection device of the aircraft attitude control system includes a power supply module 2 and a first clutch detection module 3. The first clutch detection module 3 includes a first indicator light 31. The power supply module 2 includes a power supply 21 and a power supply 21 switch. The negative terminal of the power supply 21 is grounded, and the positive terminal is connected to one end of the power supply 21 switch. The other end of the power supply 21 switch is connected to the first indicator light 31 and the first electromagnet coil 13. During detection, closing the power supply 21 switch will power the detection device. In a specific embodiment, the power supply 21 is a rechargeable 27V stable DC output with a maximum current not exceeding 10A.

[0033] like Figure 1 As shown, the common terminal O of the first micro switch 11 is grounded through the socket C, and the normally closed terminal Cb of the first micro switch 11 is connected to one end of the first electromagnet coil 13. The other end of the first electromagnet coil 13 is connected to the power switch 21 through the socket E. The power module 2, the first electromagnet coil 13, and the normally closed terminal Cb and the common terminal O of the first micro switch 11 are connected in sequence to form a first circuit. During testing, if the first circuit is conducting and the first electromagnet coil 13 is energized and normally engaged, it indicates that the normally closed terminal, the common terminal, and the first electromagnet coil 13 of the first micro switch 11 are working normally.

[0034] Furthermore, to prevent accidental activation of the first electromagnet coil 13 due to accidental contact of the power switch 21, and also to facilitate independent control of the first circuit for detection, in some embodiments of this utility model, such as Figure 1 As shown, the first clutch detection module 3 also includes a first working switch 32, which is connected to the first circuit. One end of the first working switch 32 is connected between the power module 2 (specifically the power switch 21) and the first electromagnet coil 13, thereby forming a secondary isolation barrier between the power switch 21 and the electromagnet coil. Only when the first working switch 32 is closed can the first circuit be detected.

[0035] like Figure 1As shown, the normally open terminal Ck of the first micro switch 11 is connected to the first indicator light 31 through the socket B. The power module 2, the first indicator light 31, and the normally open terminal Ck and the common terminal O of the first micro switch 11 are connected in sequence to form a second circuit. During testing, if the second circuit is conducting, the first indicator light 31 will be powered on and remain lit, indicating that the normally open terminal and the common terminal of the first micro switch 11 are working normally.

[0036] Furthermore, to prevent short circuits between the first electromagnet coil 13 and the first indicator light 31 that could damage the circuit, in some embodiments of this invention, such as... Figure 1 As shown, the first clutch detection module 3 also includes a first fuse 33, which is connected to the first circuit and the second circuit. One end of the first fuse 33 is connected to the power module 2 (specifically, the power switch 21), and the other end is connected to the first indicator light 31 and the first electromagnet coil 13 (specifically, the first electromagnet coil 13 can be connected through the first working switch 32). Therefore, if the first electromagnet coil 13 and the first indicator light 31 are short-circuited, the first fuse 33 will blow to improve circuit safety. At the same time, when the first circuit is being tested, the blowing of the first fuse 33 can further locate the fault to the short circuit of the first electromagnet coil 13.

[0037] Compared with existing technologies, this invention takes into account the common faults in aircraft attitude control systems, such as clutch failures. Therefore, this invention directly locates the fault detection point on the micro switch and electromagnet coil of the clutch. During testing, power supply 21 is first turned on, and power module 2 supplies power. When the pedal of the first clutch 1 is not depressed, the normally closed terminal of the first micro switch 11 is connected to the common terminal, the first circuit is connected, and the first electromagnet coil 13 is energized and normally engaged. When the pedal of the first clutch 1 is depressed, the normally open terminal of the first micro switch 11 is connected to the common terminal, the second circuit is connected, and the first indicator light 31 is energized and constantly lit. The above situation indicates that the first micro switch 11 and the first electromagnet coil 13 are working normally, and the clutch is working normally. Otherwise, the power-on debugging will fail. The first micro switch 11 is adjusted or the circuit fault is investigated until the debugging is successful. This invention realizes the ability to judge whether the clutch working status of the aircraft attitude control system is normal by directly observing the engagement state of the first clutch 1 and the on / off state of the first indicator light 31, achieving the purpose of rapid clutch detection and effectively improving the efficiency of aircraft fault detection.

[0038] Considering that there are two types of clutches in the aircraft attitude control system that are prone to failure—the aileron clutch and the elevator clutch—in order to conduct more comprehensive and accurate testing, in some embodiments of this utility model, such as... Figure 1As shown, similar to the first clutch 1, the aircraft attitude control system also includes a second clutch 4. One of the first clutch 1 and the second clutch 4 is an aileron clutch and the other is an elevator clutch. The second clutch 4 includes a second micro switch 41 and a second electromagnet coil 43. Similar to the first clutch detection module 3, the detection device also includes a second clutch detection module 5. The second clutch detection module 5 includes a second indicator light 51.

[0039] like Figure 1 As shown, the common terminal O of the second micro switch 41 is grounded through the socket C, and the normally closed terminal Nc of the second micro switch 41 is connected to one end of the second electromagnet coil 43. The other end of the second electromagnet coil 43 is connected to the power switch 21 through the socket E. The power module 2, the second electromagnet coil 43, and the normally closed terminal Nc and the common terminal O of the second micro switch 41 are connected in sequence to form a third circuit. During testing, if the third circuit is conducting, the first electromagnet coil 13 is energized and normally engaged, indicating that the normally closed terminal, the common terminal and the first electromagnet coil 13 of the first micro switch 11 are working normally.

[0040] like Figure 1 As shown, the normally open terminal No of the second micro switch 41 is connected to the second indicator light 51 through the socket B. The power module 2, the second indicator light 51, and the normally open terminal No and the common terminal O of the second micro switch 41 are connected in sequence to form a fourth circuit. During testing, if the fourth circuit is conducting, the second indicator light 51 will be powered on and remain lit, indicating that the normally open terminal and the common terminal of the second micro switch 41 are working normally.

[0041] like Figure 1 As shown, when testing the second clutch 4, first connect the power supply 21, and the power module 2 supplies power. When the pedal of the second clutch 4 is not depressed, the normally closed terminal of the second micro switch 41 is connected to the common terminal, the third circuit is connected, and the second electromagnet coil 43 is energized and normally engaged. When the pedal of the second clutch 4 is depressed, the normally open terminal of the second micro switch 41 is connected to the common terminal, the fourth circuit is connected, and the second indicator light 51 is energized and constantly lit. If the above situation occurs, it indicates that the second micro switch 41 and the second electromagnet coil 43 are working normally, and the clutch is working normally. Otherwise, the power-on debugging will fail. Adjust the second micro switch 41 or troubleshoot the circuit until the debugging is successful.

[0042] Furthermore, to prevent accidental activation of the second electromagnet coil 43 due to accidental contact of the power switch 21, and also to facilitate separate control of the third circuit for detection, in some embodiments of this utility model, such as Figure 1 As shown, the second clutch detection module 5 also includes a second working switch 52, which is connected to the first circuit. One end of the second working switch 52 is connected between the power module 2 (specifically the power switch 21) and the second electromagnet coil 43.

[0043] Furthermore, to prevent the second electromagnet coil 43 and the second indicator light 51 from short-circuiting and damaging the circuit, in some embodiments of this utility model, such as... Figure 1 As shown, the second clutch detection module 5 also includes a second fuse 53, which is connected to the third and fourth circuits. One end of the second fuse 53 is connected to the power module 2 (specifically, the power switch 21), and the other end is connected to the second indicator light 51 and the second electromagnet coil 43 (specifically, the second electromagnet coil 43 can be connected via the second working switch 52). Therefore, if the second electromagnet coil 43 and the second indicator light 51 are short-circuited, the second fuse 53 will blow to improve circuit safety. At the same time, when detecting the third circuit, the blowing of the second fuse 53 can further locate the fault to the short circuit of the second electromagnet coil 43. In a specific embodiment of this utility model, the first fuse 33 and the second fuse 53 are both TB-10.

[0044] Considering that the trim servo 6 of the trim system is also prone to failure in the aircraft attitude control system, the trim system is used to remove the force on the control stick while maintaining the aircraft's torque balance and to prevent rebound force when the autopilot subsystem is disengaged. The trim servo 6 is specifically the elevator servo 6. For more comprehensive and accurate testing, in some embodiments of this utility model, such as... Figure 1 As shown, the aircraft attitude control system also includes a servo motor 6, which includes a first potentiometer 61. The first potentiometer 61 includes a first sliding contact 611 (connecting to socket P), a first fixed contact 612 (connecting to socket J), and a second fixed contact 613 (connecting to socket K). The detection device also includes a resistance testing module 7, which is connected to the first sliding contact 611, the first fixed contact 612, and the second fixed contact 613. It is used to detect and display the resistance values ​​between the first sliding contact 611 and the first fixed contact 612, and between the second sliding contact 611 and the second fixed contact 613.

[0045] The testing steps include: ensuring the elevator adjustment plate control system is installed and tested successfully; positioning the elevator adjustment plate in the neutral position; disconnecting the DC circuit breaker; outputting the zero-position signal of the left and right trim system to the equipment box for display; disconnecting the trim servo motor 6 connector and measuring the resistance between sockets P and J, and between sockets P and K on servo motor 6; if servo motor 6 is trimmed, the resistance between sockets P and J, and between sockets P and K, should be equal; if not, they should be adjusted to be equal. The adjustment method is: through the trim servo motor... 6. Adjust the potentiometers by observing the resistance values ​​displayed on the two resistance display modules connected to the resistance test module 7 until the resistances are equal. Reinstall the left and right side plates and plugs of the trim servo 6. Turn on the circuit breaker; the neutral indicator light on the trim plate should illuminate. Ensure the EICAS is working properly; the trim trim plate angle displayed on the EICAS should be 0°±1°. Through the above steps, the clutch operation status of the aircraft attitude control system can be determined by directly observing the resistance values ​​of the resistance display modules, achieving the purpose of rapid clutch detection.

[0046] Considering that the trim servo 6 has dual potentiometers, in order to perform more comprehensive and accurate testing, in some embodiments of this utility model, such as... Figure 1 As shown, the servo motor 6 also includes a second potentiometer 62, which includes a second sliding contact 621, a third fixed contact 622, and a fourth fixed contact 623. The resistance test module 7 is also connected to the second sliding contact 621, the third fixed contact 622, and the fourth fixed contact 623 to detect and display the resistance values ​​between the second sliding contact 621 and the third fixed contact 622, and between the second sliding contact 621 and the fourth fixed contact 623.

[0047] Furthermore, considering that during dual potentiometer testing, in addition to measuring the resistance between sockets P and J, and between sockets P and K on the servo motor 6, it is also necessary to measure the resistance between sockets L and R, and between sockets R and M, to ensure that the resistances between sockets L and R, and between sockets R and M are equal, this requires measuring four resistance values, typically requiring four testing instruments. To reduce costs, in some embodiments of this utility model, such as... Figure 1As shown, the resistance testing module 7 includes a first resistance tester 71, a second resistance tester 72, a first changeover switch 73, and a second changeover switch 74. The power supply interfaces 21 of the first resistance tester 71 and the second resistance tester 72 are connected to the power module 2. The test lead interfaces of the first resistance tester 71 include a first interface 711 and a second interface 712. The test lead interfaces of the second resistance tester 72 include a third interface 721 and a fourth interface 722. The first changeover switch 73 includes a first moving contact 731, a first stationary contact 732, a second stationary contact 733, a second moving contact 734, and a third stationary contact 735. 5 and the fourth stationary contact 736, the first moving contact 731 switches between the first stationary contact 732 and the second stationary contact 733, the second moving contact 734 switches between the third stationary contact 735 and the fourth stationary contact 736, the second changeover switch 74 includes the third moving contact 741, the fifth stationary contact 742, the sixth stationary contact 743, the fourth moving contact 744, the seventh stationary contact 745 and the eighth stationary contact 746, the third moving contact 741 switches between the fifth stationary contact 742 and the sixth stationary contact 743, and the fourth moving contact 744 switches between the seventh stationary contact 745 and the eighth stationary contact 746;

[0048] like Figure 1 As shown, the first moving contact 731 is connected to the first interface 711, the first stationary contact 732 is connected to the first fixed contact 612, the second stationary contact 733 is connected to the third fixed contact 622, the second moving contact 734 is connected to the second interface 712, the third stationary contact 735 is connected to the first sliding contact 611, the fourth stationary contact 736 is connected to the second sliding contact 621, the third moving contact 741 is connected to the third interface 721, the fifth stationary contact 742 is connected to the second fixed contact 613, the sixth stationary contact 743 is connected to the second sliding contact 621, the fourth moving contact 744 is connected to the fourth interface 722, the seventh stationary contact 745 is connected to the first sliding contact 611, and the eighth stationary contact 746 is connected to the fourth fixed contact 623.

[0049] With the connection method described above, the first changeover switch 73 and the second changeover switch 74 have two states, such as... Figure 1As shown, in the first state, when the first moving contact 731 is connected to the first stationary contact 732, and the second moving contact 734 is connected to the third stationary contact 735, and the first resistance tester 71 monitors and displays the resistance value between P and J, the third moving contact 741 is connected to the fifth stationary contact 742, and the fourth moving contact 744 is connected to the seventh stationary contact 745, and the second resistance tester 72 monitors and displays the resistance value between P and K. In the second state, when the first moving contact 731 is connected to the second stationary contact 733, and the second moving contact 734 is connected to the fourth stationary contact 736, and the first resistance tester 71 monitors and displays the resistance value between R and L, the third moving contact 741 is connected to the sixth stationary contact 743, and the fourth moving contact 744 is connected to the eighth stationary contact 746, and the second resistance tester 72 monitors and displays the resistance value between R and M. In this way, two resistance testers can detect and display four resistance values ​​in two states. In addition, the resistance testing module 7 adopts a four-and-a-half-digit resistance tester, which has extremely high availability.

[0050] Furthermore, in order to facilitate the separate balancing test of the servo motor 6, in some embodiments of this utility model, a power supply switch 8 is also connected between the power supply module 2 and the resistance test module 7.

[0051] Based on the above description, the interface of the detection device for the aircraft attitude control system of this utility model is as follows: Figure 2 As shown, the testing device connects to the plugs of the aileron clutch, elevator clutch, and trim servo via adapter plugs to form a closed-loop testing condition for the circuit. During the power-on debugging and inspection of the aircraft's attitude control system (aileron clutch, elevator clutch, and trim servo), the testing device displays the corresponding operating status and error correction status via a power module and two resistance display modules. The operator can clearly and intuitively observe the signal changes during the debugging process on the display panel. Compared to the previous method of using a multimeter for measurement, this method allows for more accurate and faster debugging values.

[0052] In summary, this invention effectively solves multiple problems such as cumbersome operation, difficult disassembly and assembly, and wasted time by developing equipment, achieving the effect of cost reduction and efficiency improvement. This equipment can effectively monitor the technical status of the debugging process, reduce workload, lower operational risks, improve work efficiency, and enhance the reliability of test results. It achieves the goal of shortening the production cycle and reducing production costs. It is an innovative optimization of the debugging process, and the verification results are excellent.

[0053] The above provides a detailed description of the detection device for an aircraft attitude control system provided by this utility model. Specific examples have been used to illustrate the principle and implementation of this utility model. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​this utility model. Therefore, the content of this specification should not be construed as a limitation of this utility model.

[0054] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.

Claims

1. A detection device for an aircraft attitude control system, characterized in that, The aircraft attitude control system includes a first clutch, which includes a first micro switch and a first electromagnet coil; the detection device includes a power module and a first indicator light. The power module, the first electromagnet coil, and the normally closed terminal and common terminal of the first micro switch are connected in sequence to form a first circuit; The common terminal of the first micro switch is grounded, and the power module, the first indicator light, and the normally open terminal and the common terminal of the first micro switch are connected in sequence to form a second circuit.

2. The detection device for the aircraft attitude control system according to claim 1, characterized in that, The power module includes a power supply and a power switch. The negative terminal of the power supply is grounded, and the positive terminal is connected to one end of the power switch. The other end of the power switch is connected to the first indicator light and the first electromagnet coil.

3. The detection device for the aircraft attitude control system according to claim 1, characterized in that, A first working switch is also connected to the first circuit, and the first working switch is connected between the power module and the first electromagnet coil.

4. The detection device for the aircraft attitude control system according to claim 1, characterized in that, A first fuse is also connected to the first circuit and the second circuit. One end of the first fuse is connected to the power module, and the other end is connected to the first indicator light and the first electromagnet coil.

5. The detection device for the aircraft attitude control system according to claim 1, characterized in that, The aircraft attitude control system also includes a second clutch, one of which is an aileron clutch and the other is an elevator clutch. The second clutch includes a second micro switch and a second electromagnet coil. The detection device also includes a second indicator light. The common terminal of the second micro switch is grounded, and the power module, the second electromagnet coil, and the normally closed terminal and the common terminal of the second micro switch are connected in sequence to form a third circuit; The power module, the second indicator light, and the normally open terminal and common terminal of the second micro switch are connected in sequence to form a fourth circuit.

6. The detection device for the aircraft attitude control system according to claim 1, characterized in that, The aircraft attitude control system further includes a servo motor, which includes a first potentiometer. The first potentiometer includes a first sliding contact, a first fixed contact, and a second fixed contact. The detection device further includes a resistance testing module, which is connected to the first sliding contact, the first fixed contact, and the second fixed contact. The resistance testing module is used to detect and display the resistance values ​​between the first sliding contact and the first fixed contact, and between the first sliding contact and the second fixed contact.

7. The detection device for the aircraft attitude control system according to claim 6, characterized in that, The servo also includes a second potentiometer, which includes a second sliding contact, a third fixed contact, and a fourth fixed contact. The resistance testing module is also connected to the second sliding contact, the third fixed contact, and the fourth fixed contact to detect and display the resistance values ​​between the second sliding contact and the third fixed contact, and between the second sliding contact and the fourth fixed contact.

8. The detection device for the aircraft attitude control system according to claim 7, characterized in that, The resistance testing module includes a first resistance tester, a second resistance tester, a first changeover switch, and a second changeover switch. The power interfaces of the first and second resistance testers are connected to the power module. The test lead interface of the first resistance tester includes a first interface and a second interface, and the test lead interface of the second resistance tester includes a third interface and a fourth interface. The first changeover switch includes a first moving contact, a first stationary contact, a second stationary contact, a second moving contact, a third stationary contact, and a fourth stationary contact. The first moving contact switches between the first stationary contact and the second stationary contact, and the second moving contact switches between the third stationary contact and the fourth stationary contact. The second changeover switch includes a third moving contact, a fifth stationary contact, a sixth stationary contact, a fourth moving contact, a seventh stationary contact, and an eighth stationary contact. The third moving contact switches between the fifth stationary contact and the sixth stationary contact, and the fourth moving contact switches between the seventh stationary contact and the eighth stationary contact. The first moving contact is connected to the first interface, the first stationary contact is connected to the first fixed contact, the second stationary contact is connected to the third fixed contact, the second moving contact is connected to the second interface, the third stationary contact is connected to the first sliding contact, the fourth stationary contact is connected to the second sliding contact, the third moving contact is connected to the third interface, the fifth stationary contact is connected to the second fixed contact, the sixth stationary contact is connected to the second sliding contact, the fourth moving contact is connected to the fourth interface, the seventh stationary contact is connected to the first sliding contact, and the eighth stationary contact is connected to the fourth fixed contact. When the first moving contact is connected to the first stationary contact and the second moving contact is connected to the third stationary contact, the third moving contact is connected to the fifth stationary contact and the fourth moving contact is connected to the seventh stationary contact; When the first moving contact is connected to the second stationary contact, and the second moving contact is connected to the fourth stationary contact, the third moving contact is connected to the sixth stationary contact, and the fourth moving contact is connected to the eighth stationary contact.

9. The detection device for the aircraft attitude control system according to claim 6, characterized in that, A power switch is also connected between the power module and the resistance test module.

10. The detection device for the aircraft attitude control system according to claim 6, characterized in that, The resistance testing module uses a four-and-a-half-digit resistance tester.

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