Rudder shaft of aviation aircraft

Abstract

The utility model relates to the technical field of aircraft rudder shafts, and discloses an aircraft rudder shaft which comprises a tightening nut and a rudder shaft body, the rudder shaft body is fixedly connected with a circular truncated cone, a threaded column is fixed in the tightening nut, a threaded groove is formed in one side of the circular truncated cone, a connecting column is fixed to one side of the tightening nut, and a shaft head is installed at the end of the connecting column. A first protective sleeve and a second protective sleeve are arranged on the outer side of the rudder shaft body, fixing blocks and a fixing frame are fixedly connected to one side of the first protective sleeve and one side of the second protective sleeve respectively, limiting inserting grooves are formed in the fixing blocks, a limiting rod is fixed in the fixing frame, two limiting sliding plates slide on the limiting rod, and the two ends of the limiting rod are sleeved with first springs. Limiting insertion rods are fixed to the limiting sliding plates. According to the utility model, through the cooperation of the limiting sliding plate, the limiting rod, the limiting insertion rod and the limiting insertion groove, the protective sleeve I and the protective sleeve II can be conveniently and quickly disassembled and assembled, so that the disassembly and the assembly are simpler, and the disassembly and assembly efficiency is improved.

Description

Technical Field

[0001] This utility model relates to the field of aircraft control shaft technology, and in particular to an aircraft control shaft. Background Technology

[0002] The control shaft is an indispensable core component in an aircraft control system, typically used to connect control surfaces (such as rudders and elevators) to servos or other control devices. The main function of the control shaft is to mechanically transmit control commands from the pilot or automatic control system, adjusting the angle of the control surfaces to influence the aircraft's attitude, heading, and stability. Control shafts must be designed with high strength and rigidity to withstand various forces and loads generated during flight, especially under conditions of high speed, high pressure, or harsh environments. Control shafts not only need to ensure smooth and precise control of the aircraft during normal flight but also need sufficient durability to withstand repeated operation and vibration over extended periods.

[0003] A search revealed a publicly available (announcement) number (CN212290293U) for a rudder shaft that is easy to process. The rudder shaft body includes a rudder shaft body with a frustum fixedly mounted on it. A connecting column is fixedly mounted on the frustum, and a threaded platform is fixedly mounted on the connecting column. Multiple tightening clamps are fixedly mounted on the threaded platform, and the same tightening nut is movably fitted onto each of the tightening clamps. This invention, through the arrangement of the rudder shaft body, frustum, connecting column, threaded platform, tightening clamps, tightening nut, mounting shaft, machining groove, and shaft head, allows for the modification of a four-axis machining center. The product is inserted into the positioning hole of the machining center with an outer diameter of ￠7+0.06, with its end face touching the end face of the machining center. After the tightening nut is tightened, the outer plane of the product is aligned within 0.005 before machining. Using this machining center for four-axis machining improves processing efficiency, significantly shortens processing time, ensures the stability of machining dimensions, and increases product yield and pass rate.

[0004] In the aforementioned existing technical solutions, although the first protective sleeve and the second protective sleeve can be connected together by bolts, the installation and removal of the bolts may require a large operating space and a certain amount of time. If the operating environment is relatively narrow or disassembly is frequent in the actual use of the rudder shaft, it will cause inconvenience in operation.

[0005] Therefore, we propose a control shaft for aircraft. Utility Model Content

[0006] The present invention aims to solve the technical problems existing in the prior art and provide a control shaft for aircraft.

[0007] To achieve the above objectives, this utility model adopts the following technical solution: an aircraft rudder shaft, comprising a tightening nut and a rudder shaft body, a frustum fixedly connected to the rudder shaft body, a threaded column fixed inside the tightening nut, a threaded groove on one side of the frustum, a connecting column fixed on one side of the tightening nut, a shaft head installed at the end of the connecting column, a protective sleeve one and a protective sleeve two provided on the outer side of the rudder shaft body, a fixing block and a fixing frame respectively fixedly connected to one side of the protective sleeve one and the protective sleeve two, a limit slot provided on each fixing block, a limit rod fixed inside the fixing frame, two limit slide plates sliding on the limit rod, a spring sleeved at both ends of the limit rod, and a limit insert fixed on each limit slide plate.

[0008] As a preferred embodiment, both protective sleeve one and protective sleeve two have an installation cavity, and multiple springs two are fixed inside the installation cavity, with a sealing gasket fixed on each spring two.

[0009] Preferably, one end of the protective sleeve is equipped with a magnet, and the other end of the protective sleeve near the magnet is equipped with a magnet.

[0010] Preferably, the ends of the springs that are far apart are fixedly connected to the wall of the inner cavity of the fixed frame, and the ends of the springs that are close together are fixedly connected to the walls of the limiting slide that are far apart.

[0011] Preferably, the limiting rod and the limiting slot are compatible with each other and both have a cross-shaped structure.

[0012] Preferably, protective sleeve one and protective sleeve two are hinged together on one side, and there are two fixing blocks that correspond to the positions of the fixing frame.

[0013] This utility model provides a control shaft for an aircraft. It has the following beneficial effects:

[0014] 1. This aircraft control shaft, through the cooperation of a limiting slide, a limiting rod, a limiting plug, and a limiting slot, facilitates the quick disassembly and installation of protective sleeve one and protective sleeve two, thereby making disassembly and installation simpler and improving disassembly and installation efficiency.

[0015] 2. The aircraft control shaft, through the cooperation of magnet one and magnet two, makes the free ends of protective sleeve one and protective sleeve two fit more tightly, thereby increasing the stability of the device. Attached Figure Description

[0016] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0017] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0018] Figure 1 This is a three-dimensional structural schematic diagram of the present utility model;

[0019] Figure 2 This is a schematic diagram showing the disassembled structure of the tightening nut and the frustum of the cylinder of this utility model;

[0020] Figure 3 This is a schematic diagram of the structure of protective sleeve one and protective sleeve two of this utility model;

[0021] Figure 4 This is a schematic diagram of the first and second protective sleeves of this utility model.

[0022] Legend:

[0023] 1. Tightening nut; 101. Threaded post; 102. Connecting post; 103. Shaft head; 2. Frustum; 201. Rudder shaft body; 202. Threaded groove; 3. Protective sleeve one; 4. Protective sleeve two; 5. Fixing block; 501. Limiting slot; 6. Fixing frame; 601. Limiting rod; 602. Limiting slide plate; 603. Spring one; 604. Limiting insert rod; 7. Sealing gasket; 701. Mounting cavity; 702. Spring two; 8. Magnet one; 9. Magnet two. Detailed Implementation

[0024] 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. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Example: A control shaft for an aircraft, such as Figures 1-4As shown, the device includes a tightening nut 1 and a rudder shaft body 201. A frustum 2 is fixedly connected to the rudder shaft body 201. A threaded post 101 is fixedly connected to the inner cavity of the tightening nut 1. A threaded groove 202 is formed on the side of the frustum 2 near the tightening nut 1, and a connecting post 102 is fixedly connected to the side of the tightening nut 1 away from the frustum 2. A shaft head 103 is installed at the end of the connecting post 102. A protective sleeve 3 and a protective sleeve 4 are provided on the outer side of the rudder shaft body 201. A magnet 8 is installed at one end of the protective sleeve 3, and a magnet 9 that matches the magnet 8 is installed at the end of the protective sleeve 4 near the magnet 8. Both the protective sleeve 3 and the protective sleeve 4 have mounting cavities 701 in their inner cavities. Multiple springs 702 are fixedly connected to the inner cavity of each mounting cavity 701. Each spring 702 is fixed with... A sealing gasket 7 is connected to the protective sleeve 3. Both ends of one side of the protective sleeve 3 are fixedly connected to a fixing block 5. Each fixing block 5 has a limit slot 501. The protective sleeve 4 is fixedly connected to a fixing frame 6 on the side near the fixing block 5. The inner cavity of the fixing frame 6 is fixedly connected to a limit rod 601. Two limit slides 602 are slidably connected to the limit rod 601. Both ends of the limit rod 601 are fitted with springs 603. The ends of the springs 603 that are far apart from each other are fixedly connected to the inner wall of the fixing frame 6. The ends of the springs 603 that are close to each other are fixedly connected to the walls of the limit slides 602 that are far apart from each other. Limiting rods 604 are fixedly connected to the walls of the limit slides 602 that are far apart from each other. The limiting rods 604 and the limit slots 501 are mutually compatible and are both cross-shaped structures.

[0026] The working principle of this utility model:

[0027] When it is necessary to disassemble the first protective sleeve 3 and the second protective sleeve 4 during use, the limiting slide plate 602 is brought closer together. At this time, the limiting rod 604 is released from the inner cavity of the limiting slot 501, and the free ends of the first protective sleeve 3 and the second protective sleeve 4 are moved away from each other. At this time, the first protective sleeve 3 and the second protective sleeve 4 are quickly removed from the rudder shaft body 201. Through the cooperation of the mounting cavity 701, the second spring 702 and the sealing gasket 7, the sealing performance of the first protective sleeve 3 and the second protective sleeve 4 can be guaranteed.

[0028] When in use, the cooperation of magnet 8 and magnet 9 makes the free ends of protective sleeve 3 and protective sleeve 4 fit more tightly.

[0029] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0030] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. An aircraft rudder shaft comprising a tightening nut (1) and a rudder shaft body (201), characterized in that: A frustum (2) is fixedly connected to the rudder shaft body (201). A threaded column (101) is fixed inside the tightening nut (1). A threaded groove (202) is opened on one side of the frustum (2). A connecting column (102) is fixed on one side of the tightening nut (1). A shaft head (103) is installed at the end of the connecting column (102). A protective sleeve one (3) and a protective sleeve two (4) are provided on the outside of the rudder shaft body (201). A fixing block (5) and a fixing frame (6) are fixedly connected on one side of the protective sleeve one (3) and the protective sleeve two (4). A limit slot (501) is opened on the fixing block (5). A limit rod (601) is fixed inside the fixing frame (6). Two limit slides (602) slide on the limit rod (601). A spring one (603) is sleeved on both ends of the limit rod (601). A limit insert (604) is fixed on the limit slide (602).

2. An aircraft control surface shaft as claimed in claim 1, wherein: Both the first protective sleeve (3) and the second protective sleeve (4) have an installation cavity (701). Multiple second springs (702) are fixed in the installation cavity (701), and a sealing gasket (7) is fixed on each second spring (702).

3. An aircraft control surface shaft as claimed in claim 1, wherein: One end of the protective sleeve 1 (3) is equipped with magnet 1 (8), and the end of the protective sleeve 2 (4) near magnet 1 (8) is equipped with magnet 2 (9).

4. An aircraft control surface shaft as claimed in claim 1, wherein: The ends of the springs (603) that are far apart are fixedly connected to the wall of the inner cavity of the fixed frame (6), and the ends of the springs (603) that are close to each other are fixedly connected to the walls of the limiting slide plate (602) that are far apart.

5. An aircraft control surface shaft as defined in claim 1, wherein: The limiting rod (604) and the limiting slot (501) are mutually compatible and both have a cross-shaped structure.

6. An aircraft control surface shaft as defined in claim 1, wherein: The first protective sleeve (3) and the second protective sleeve (4) are hinged together on one side, and there are two fixing blocks (5) that correspond to the position of the fixing frame (6).

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