Aircraft horizontal stabilizer simulator

Abstract

An aircraft horizontal stabilizer simulator includes: a frame; a power unit mounted to the frame; a rod having external threads on its outer surface, wherein the rod is driven to rotate by the power unit; and a simulated horizontal stabilizer having a first end and a second end opposite to each other, and a centrally located intermediate portion between the first and second ends, wherein the first end of the simulated horizontal stabilizer is rotatably connected to the frame. The rod passes through the intermediate portion of the simulated horizontal stabilizer, and the aircraft horizontal stabilizer simulator further includes a load balancing device fixed to the simulated horizontal stabilizer, through which the rod passes. The load balancing device includes: at least one lead screw nut threadedly connected to the rod; and at least one damping device arranged around the lead screw nut, allowing the lead screw nut to move relative to the load balancing device. This aircraft horizontal stabilizer simulator has a simple structure and can reduce the risk of accidental damage to the actuation system.

Description

Technical Field

[0001] This disclosure relates to the field of aircraft motion simulation, and more specifically, to an aircraft horizontal stabilizer simulation device. Background Technology

[0002] The horizontal stabilizer is one of the most important control surfaces of an aircraft, and its motion affects flight control, handling, and stability. Devices simulating horizontal stabilizer motion and loading can simulate system responses under different flight conditions, enabling the testing of related flight control systems to verify key technologies such as horizontal stabilizer operating modes, system logic, and control algorithms.

[0003] Current aircraft horizontal stabilizer motion simulation tests primarily utilize real aircraft horizontal stabilizers and loading actuation systems. These systems are complex, costly to research, and pose a high risk of damage to the horizontal stabilizer if the applied load magnitude or direction is abnormal during loading. Furthermore, reverse loading is not possible. In addition, current aircraft horizontal stabilizer motion simulation test devices lack shock absorption mechanisms; therefore, the actuation system's lead screw is directly connected to the aircraft horizontal stabilizer without a buffer. During movement, especially under impact, the aircraft horizontal stabilizer undergoes sudden angle changes. This often causes the lead screw, lacking a buffer, to fail to keep pace with these angle changes, leading to accidental damage. Moreover, existing aircraft horizontal stabilizer motion simulations mainly use single-motor loading actuation systems, resulting in extremely low system redundancy. If this motor fails, the aircraft horizontal stabilizer motion becomes uncontrollable, further reducing system reliability.

[0004] Therefore, there is a need to provide an improved aircraft horizontal stabilizer simulation device that can solve the problems and defects existing in the prior art. Utility Model Content

[0005] The purpose of this invention is to provide an aircraft horizontal stabilizer simulation device, which has a simple structure and can reduce the risk of accidental damage to the actuation system.

[0006] According to this disclosure, an aircraft horizontal stabilizer simulation device is proposed, comprising: a frame; a power unit mounted to the frame; a rod having external threads on its outer surface, wherein the rod is connected to the power unit and driven to rotate by the power unit; a simulated horizontal stabilizer having a first end and a second end opposite to each other, and a centrally located intermediate portion between the first end and the second end, wherein the first end of the simulated horizontal stabilizer is rotatably connected to the frame. The rod passes through the intermediate portion of the simulated horizontal stabilizer, and the aircraft horizontal stabilizer simulation device further includes a load balancing device fixed to the simulated horizontal stabilizer, through which the rod passes. The load balancing device includes: at least one lead screw nut having internal threads matching the external threads of the rod; at least one damping device arranged around the lead screw nut, allowing the lead screw nut to move relative to the load balancing device.

[0007] In this way, the lead screw nut can dissipate the vibration of the simulated flat tail by means of the movement of the shock absorption device, thus avoiding damage to the rod due to the vibration force.

[0008] According to another aspect of this disclosure, the load balancing device further includes a lead screw nut seat and a housing, wherein the lead screw nut seat is sleeved around and spaced apart from the lead screw nut; the housing is sleeved around the lead screw nut seat; and a shock-absorbing device is arranged between the lead screw nut seat and the housing.

[0009] According to another aspect of this disclosure, the damping device includes multiple nested rings, wherein the damping device has a normal state and a compressed state. In the normal state, there is an axial gap between each layer of rings, and in the compressed state, the axial gap between each layer of rings is smaller than the axial gap between the rings of the damping device in the normal state.

[0010] According to another aspect of this disclosure, the power unit includes a power coupler and a plurality of motors, wherein the power coupler includes a single output and a plurality of inputs connected to the plurality of motors, and wherein the output outputs in response to one or more of the inputs of the plurality of inputs.

[0011] According to another aspect of this disclosure, the aircraft horizontal stabilizer simulator also includes a suspension fixed to the frame, and the power unit is oscillatingly mounted to the suspension to be suspended on the frame.

[0012] According to another aspect of this disclosure, the aircraft horizontal stabilizer simulation device also includes a universal joint fixed to the frame and positioned between the power unit and the simulated horizontal stabilizer, wherein a rod passes through the universal joint.

[0013] According to another aspect of this disclosure, a simulated load is attached to the second end of the simulated horizontal tail.

[0014] According to another aspect of this disclosure, the aircraft horizontal stabilizer simulation device also includes a load reversing device, which includes at least one fixed pulley fixed to the frame and a rope resting on the fixed pulley, wherein the rope can be simultaneously connected to a second end of the simulated horizontal stabilizer and a simulated load.

[0015] According to another aspect of this disclosure, the aircraft horizontal stabilizer simulation device also includes a counterweight positioned in the lateral direction near the first end of the simulated horizontal stabilizer and mounted to the frame.

[0016] According to another aspect of this disclosure, the frame includes a plurality of crossbeams extending in a transverse direction, a longitudinal beam extending in a vertical direction and intersecting with the plurality of crossbeams, and a plurality of reinforcing ribs disposed between the plurality of crossbeams and the plurality of longitudinal beams.

[0017] This invention relates to an aircraft horizontal stabilizer simulation device that combines a frame-type structure with a simple screw-operated system to simulate the loading and actuation system of an aircraft horizontal stabilizer, thereby simplifying the structure of the aircraft horizontal stabilizer and loading and actuation system used for aircraft horizontal stabilizer motion testing. The device incorporates a load balancing device at the simulated horizontal stabilizer, threadedly engaging with the rod that drives the simulated horizontal stabilizer. A shock-absorbing device is also included, allowing the rod to elastically oscillate within the load balancing device. This allows the rod to oscillate relative to the load balancing device even when the simulated horizontal stabilizer experiences instantaneous angle changes due to impact, preventing accidental damage to the rod due to rigid impact and friction. Furthermore, the device features a multi-input, single-output power unit, allowing the use of one or more motors for output. Therefore, if one motor fails, another motor can be used for actuation, improving the reliability of the actuation system. Attached Figure Description

[0018] To gain a more complete understanding of this disclosure, reference can be made to the following description of exemplary embodiments taken in conjunction with the accompanying drawings. The drawings are not intended to limit this disclosure to the specific embodiments depicted therein, and are not necessarily to scale. In the drawings:

[0019] Figure 1 This is a schematic diagram of an aircraft horizontal stabilizer simulation device according to a preferred embodiment of the present invention, wherein the aircraft horizontal stabilizer simulation device is in a positive loading mode.

[0020] Figure 2 This is another schematic diagram of the aircraft horizontal stabilizer simulation device according to a preferred embodiment of the present invention, wherein the aircraft horizontal stabilizer simulation device is in reverse loading mode.

[0021] Figure 3 yes Figure 1 A cross-sectional view of the load balancing device of an aircraft horizontal stabilizer simulator;

[0022] Figure 4a and Figure 4b yes Figure 3 A cross-sectional view of a vibration damping device of a load balancing device, wherein, Figure 4a The shock absorption device in its normal state is shown, while Figure 4b The damping device under compression is shown; and

[0023] Figure 5 It shows Figure 1 A cross-sectional view of the power coupler of an aircraft horizontal stabilizer simulator.

[0024] List of reference numerals

[0025] 100 Aircraft horizontal stabilizer simulator

[0026] 1. Simulated horizontal tail

[0027] 11 First End

[0028] 12 Second End

[0029] 13. Middle section

[0030] 14 Angle Sensors

[0031] 2 racks

[0032] 21. Crossbeam

[0033] 22 Longitudinal beams

[0034] 23 Reinforcing ribs

[0035] 3. Power unit

[0036] 31 motor

[0037] 32. Dynamic Coupler

[0038] 321, 321' Input Section

[0039] 322 Output Section

[0040] 323 First output gear

[0041] 324 Second Output Gear

[0042] 325 First Planetary Gear

[0043] 326 Second Planetary Gear

[0044] 4 bars

[0045] 5. Load balancing device

[0046] 51 Lead screw nut

[0047] 52 Shock Absorption Device

[0048] 521 rings

[0049] 53 Lead screw nut seat

[0050] 54. Housing

[0051] 55 Mounting Base

[0052] 56 bolts

[0053] 6. Suspension

[0054] 7 Universal joint

[0055] 8. Simulated load

[0056] 9. Load Reversing Device

[0057] 91 Fixed pulley

[0058] 92 Ropes

[0059] 10 counterweights

[0060] X (horizontal direction)

[0061] Y (vertical direction)

[0062] A' Central Axis

[0063] Axial direction

[0064] B Radial direction Detailed Implementation

[0065] The following description of specific embodiments of this utility model refers to the accompanying drawings, which illustrate particular embodiments in which the utility model can be practiced. The embodiments are intended to describe various aspects of the utility model in sufficient detail to enable those skilled in the art to practice it. Other embodiments and changes may be utilized without departing from the scope of the utility model. Therefore, the following description of specific embodiments should not be considered limiting. The scope of this utility model is defined only by the appended claims and the full scope of their equivalents. The same reference numerals are used throughout the drawings and specific embodiments to refer to the same or similar parts.

[0066] The directional terms "up," "down," "top," "bottom," "left," and "right" used in this article refer to the working position relative to the aircraft horizontal stabilizer simulator 100 when it is on a horizontal plane (e.g., ...). Figure 1 , Figure 2 Defined as shown). The lateral direction X is the direction extending from its second end 12 to its first end 11 when the horizontal stabilizer 1 is naturally suspended in the frame 2 without any external force. It is parallel to the horizontal direction. Figure 1The center represents the left-right direction; the vertical direction Y is perpendicular to the horizontal direction X. This is the extension direction of the rod 4 when the power unit 3 is not in operation, simulating the horizontal stabilizer 1 being naturally suspended in the frame 2 without any external force. It is perpendicular to the horizontal direction. Figure 1 The center is the vertical direction. Rod 4 is a rotating component with a central axis A'. The axial direction A is the extension direction of the central axis A' of rod 4; the radial direction B is perpendicular to the axial direction A and extends from the center of the rod 4 to the circumference in its cross-section. The directional terms "inner" and "outer" are used relative to rod 4, with the innermost component being closer to the central axis A' of rod 4 than the outermost component.

[0067] Figure 1 and Figure 2 The preferred embodiment of the present invention, an aircraft horizontal stabilizer simulation device 100, is schematically shown. As shown, the aircraft horizontal stabilizer simulation device 100 generally includes a frame 2 formed in the form of a frame, a power unit 3 suspended on the top of the frame 2, a simulated horizontal stabilizer 1 with one end mounted to the frame 2, and a rod 4 extending downward from the power unit 3 through the simulated horizontal stabilizer 1.

[0068] The frame 2 is mainly composed of several crossbeams 21 extending in the transverse direction X and several longitudinal beams 22 extending in the vertical direction Y that intersect with these crossbeams 21. Preferably, reinforcing ribs 23 are provided between the crossbeams 21 and the longitudinal beams 22 to enhance the frame strength and stability of the frame 2.

[0069] The actuation system of the aircraft horizontal stabilizer simulator 100 is generally composed of a power unit 3 and a lever 4. The power unit 3 includes multiple motors 31 and a power coupler 32. In this preferred embodiment, it non-limitingly includes two motors 31 and one power coupler 32. Figure 5 A cross-sectional view of a power coupler 32 is shown, which includes two input sections 321 and 321' corresponding to two motors 31, and an output section 322. The input sections 321 and 321' are respectively connected to one of the corresponding motors 31. Specifically, the output section 322 of the power coupler 32 outputs in response to one or both of the input sections 321 and 321'. In this preferred embodiment, the input sections 321 and 321' are gears, and the output section 322 is a shaft. Figure 5 As shown, the output part 322 is connected to the rod 4 to drive the rod 4 to rotate; the input part 321 is connected to the output part 322 through the first output gear 323, and the first output gear 323 meshes with the first planetary gear 325; the input part 321' is connected to the output part 322 through the second output gear 324, and the second output gear 324 meshes with the second planetary gear 326.

[0070] When the motor 31 connected to the input unit 321 starts, it drives the output unit 322 to rotate via the first output gear 323; when the motor 31 connected to the input unit 321' starts, it drives the output unit 322 to rotate via the second output gear 324; when both motors 31 connected to the input units 321 and 321' start simultaneously, they are power-coupled via the first planetary gear 325, the second planetary gear 326, and the first output gear 323 and the second output gear 324 connected to them respectively, driving the output unit 322 to rotate. Thus, even if one of the motors 31 fails, the power coupler 32 can still operate normally with the power input from the other motor 31, driving the rod 4 to rotate.

[0071] like Figure 1 and Figure 2 As shown, the simulated horizontal stabilizer 1 has a first end 11 and a second end 12 opposite to each other, and a central portion 13 between the first end 11 and the second end 12 to allow the rod 4 to pass through. The central portion 13 may be a through hole with an inner diameter larger than the outer diameter of the rod 4. In this preferred embodiment, the first end 11 of the simulated horizontal stabilizer 1 is rotatably connected to the frame 2, preferably to a longitudinal beam 22 of the frame 2, so that the simulated horizontal stabilizer 1 can rotate about its first end 11 in the XY plane. The second end 12 of the simulated horizontal stabilizer 1 may be fitted with a simulated load 8 to facilitate a loaded aircraft horizontal stabilizer motion test. The simulated load 8 may be a weight, a regularly shaped heavy object, or the like.

[0072] Rod 4 is a straight rod with external threads on its outer surface, connected to and driven to rotate by power device 3, and extends through simulated flat-tail 1. A load balancing device 5 is provided on the simulated flat-tail 1, preferably located on its upper surface. The load balancing device 5 is threadedly connected to rod 4, so that when rod 4 rotates, the simulated flat-tail 1 can rotate in the XY plane due to the interaction between rod 4 and load balancing device 5.

[0073] The aircraft horizontal stabilizer simulator 100 also includes a suspension 6 fixed to the frame 2, specifically to the top crossbeam 21 of the frame 2. A power unit 3 is movably mounted on the suspension 6, allowing it to be suspended from the frame 2 and to swing relative to the frame 2.

[0074] Preferably, the universal joint 7 is fixed at the crossbeam 21 at the top of the frame 2, and the rod 4 passes through the universal joint 7. In this way, the rod 4 can rotate in the XY plane with the universal joint 7 as the pivot point.

[0075] Go to Figure 3 , Figure 3A detailed cross-sectional view of the load balancing device 5 is shown. The load balancing device 5 includes a housing 54, and a lead screw nut 51, a lead screw nut seat 53, and a shock absorber 52, which are nested within the housing 54. Preferably, the load balancing device 5 also includes a mounting base 55 for fixing to the simulated horizontal tail 1 at the middle portion 13. For clarity, only one lead screw nut 51 and one shock absorber 52 are indicated by reference numerals.

[0076] The lead screw nut 51 has an internal thread that matches the external thread of the rod 4, allowing the lead screw nut 51 to be threadedly connected to the rod 4. Thus, when the rod 4 rotates, it can convert its rotational motion into relative motion with the lead screw nut 51 in the axial direction A via the threaded connection. At least one lead screw nut 51 is provided, preferably multiple leads screw nuts 51. These lead screw nuts 51 are spaced apart along the axial direction A and screwed together with the rod 4.

[0077] A lead screw nut seat 53 is provided to fix each lead screw nut 51 in place. For example... Figure 3 As shown, a lead screw nut seat 53 is fitted onto lead screw nuts 51, spacing these lead screw nuts 51 apart. Each lead screw nut 51 is secured to the lead screw nut seat 53 using fasteners such as bolts 56. The lead screw nut seat 53 is shaped to approximately fill the axial gap between the lead screw nuts 51, but does not axially abut against each lead screw nut 51. Furthermore, the lead screw nut seat 53 does not abut against the rod 4, but rather has a certain radial clearance from the rod 4.

[0078] The number of damping devices 52 corresponds to the number of lead screw nuts 51, which are sleeved around the lead screw nut seat 53 and located between the lead screw nut seat 53 and the housing 54. Each damping device 52 includes multiple nested rings 521. In this preferred embodiment, a tower-like stacking is used with two nested layers, namely an inner layer and an outer layer. The damping device 52 has the following characteristics: Figure 4a The normal state shown and as Figure 4b The compression state is shown. In the normal state, the damping device 52 is not subjected to external force, there is an axial gap between the plurality of rings 521, and the rings in the outer layer are partially engaged in the axial gap between corresponding adjacent rings in the inner layer. When subjected to, for example, such as Figure 4b When the force F indicated by the arrow is applied, the damping device 52 is in a compressed state. At this time, the multiple rings 521 in the inner layer push the multiple rings 521 in the outer layer outward, and the axial gap between the multiple rings 521 decreases until it disappears. The axial length of the damping device 52 in the compressed state is less than the axial length of the damping device 52 in the normal state.

[0079] Preferably, the damping device 52 is made of an elastic material such as spring steel. Therefore, when subjected to a force F, the plurality of rings 521 elastically deform to eliminate the axial gap between them; when the force F is removed, the plurality of rings 521 are biased back to their normal state due to their elastic properties.

[0080] The damping device 52 allows the lead screw nut 51 to move relative to the load balancing device 5, specifically, for example, referring to... Figure 3 The simulated horizontal stabilizer 1 can tilt left or right relative to the load balancing device 5. When the simulated horizontal stabilizer 1 is impacted, for example, when the simulated load 8 is suspended or suspended via the load reversing device 9, the simulated horizontal stabilizer 1 experiences a downward or upward instantaneous load, thus vibrating downward or upward. Since the load balancing device 5 is fixed to the middle part 13 of the simulated horizontal stabilizer 1, this causes the load balancing device 5, which is fixed to the simulated horizontal stabilizer 1, to vibrate and rotate in the XY plane following the vibration of the simulated horizontal stabilizer 1. Since the rod 4 is connected to the power unit 3 rather than the simulated horizontal stabilizer 1, it does not tend to follow the vibration of the simulated horizontal stabilizer 1. Therefore, this vibration of the load balancing device 5 causes it to deviate at an angle from the rod 4, i.e., relative angular movement. This relative angular movement causes a force F to be applied to one or more of the damping devices 52 via the lead screw nut 51, forcing the corresponding damping device 52 into a compressed state, reducing its axial length, which provides space for the lead screw nut 51 to tilt and shift. Therefore, under the action of the relative force of the rod 4, the lead screw nut 51 tilts towards the damping device 52 with a reduced axial length, and does not force the rod 4 to rotate with the load balancing device 5, thereby avoiding damage to the rod 4 due to force.

[0081] The housing 54 of the load balancing device 5 surrounds the lead screw nut seat 53 and the damping device 52, fixing each damping device 52 at intervals corresponding to each lead screw nut 51. The housing 54 is separated from the lead screw nut 51 by a certain radial distance to facilitate the tilting or angular movement of the lead screw nut 51.

[0082] Mounting base 55 is located outside the housing of load balancing device 5 and can be snapped into or bolted to simulated horizontal tail 1 to securely fix load balancing device 5 to simulated horizontal tail 1.

[0083] like Figure 1 and Figure 2 As shown, the aircraft horizontal stabilizer simulation device 100 also includes a load reversing device 9. This load reversing device 9 includes a set of fixed pulleys 91 and ropes 92 resting on the fixed pulleys 91. In this preferred embodiment, two fixed pulleys 91 are provided, but other suitable numbers are also conceivable. The fixed pulleys 91 are fixed to a crossbeam 21 at the top of the frame 2, preferably fixed to the same crossbeam 21 as the universal joint 7. In the lateral direction X, the fixed pulleys 91 are positioned close to the second end 12 of the simulated horizontal stabilizer 1 to facilitate the connection of the ropes 92 between the second end 12 of the simulated horizontal stabilizer 1 and the simulated load 8.

[0084] Because of the simulated load 8, a counterweight 10 is installed on the frame 2 to balance the load and prevent it from tipping over. This counterweight 10 is positioned opposite the simulated load 8, near the first end 11 of the simulated horizontal tail 1 in the lateral direction X. The counterweight 10 can be placed on the crossbeam 21 at the bottom of the frame 2 to allow for real-time adjustment of its weight according to the load on the frame.

[0085] In addition, an angle sensor 14 is installed at the first end 11 of the simulated horizontal tail 1 to collect the deflection angle of the simulated horizontal tail 1.

[0086] The presence of the simulated load 8 and the load reversing device 9 enables forward load motion tests and reverse load motion tests of the aircraft horizontal stabilizer, in addition to no-load motion tests.

[0087] During the no-load motion test, the simulated horizontal stabilizer 1 has no simulated load 8 suspended from its second end 12. The power unit 3 drives the rod 4 to rotate, and the load balancing device 5 converts the rotational motion into axial translational motion, thereby causing the simulated horizontal stabilizer 1 to pivot around its first end 11. The angle sensor 14 collects the angle change data of the simulated horizontal stabilizer 1. The universal joint 7 allows the rod 4 to swing with the pivoting motion of the simulated horizontal stabilizer 1, while the suspension 6 allows the power unit 3 to follow the movement of the rod 4, thus ensuring that the simulated horizontal stabilizer 1 can pivot smoothly.

[0088] When conducting a positive load motion test, such as Figure 1 As shown, a simulated load 8 is suspended at the second end 12 of the simulated horizontal stabilizer 1, thereby subjecting the simulated horizontal stabilizer 1 to a vertically downward force at its second end 12. The power unit 3 is activated to drive the simulated horizontal stabilizer 1 to pivot, and the angle sensor 14 collects the angle change data of the simulated horizontal stabilizer 1.

[0089] When performing reverse load motion tests, such as Figure 2 As shown, rope 92 is passed through fixed pulley 91, and the simulated load 8 and the second end 12 of simulated horizontal tail 1 are connected to its two ends respectively, so that the second end 12 of simulated horizontal tail 1 is subjected to a vertically upward force. The power unit 3 is started to drive simulated horizontal tail 1 to pivot, and angle sensor 14 collects angle change data of simulated horizontal tail 1.

[0090] This invention relates to an aircraft horizontal stabilizer simulation device that employs a lead screw actuation system with a load balancing device. This system can absorb shocks when the simulated horizontal stabilizer experiences instantaneous angle changes due to impacts, preventing damage to the lead screw rod caused by the instantaneous changes in the simulated horizontal stabilizer. This solves the problem of easy damage to lead screws in existing technologies due to a lack of elastic connection. Furthermore, this invention uses a dual-motor coupled power unit, allowing the power unit to respond to the input of one or more motors, thus enabling normal operation even if one motor fails. This solves the problems of low redundancy and low reliability in existing actuation systems.

[0091] As used herein, the terms “comprising,” “including,” “having,” or any other variation thereof are intended to cover non-exclusive inclusion. For example, a method, article, or apparatus that includes a list of elements is not necessarily limited to those elements and may also include other elements not expressly listed or inherent to the method, article, or apparatus.

[0092] This utility model is not limited to the above embodiments, which are merely illustrative and not restrictive. Those skilled in the art, under the guidance of this utility model, can make any possible changes and modifications without departing from the spirit and scope of the claims. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this utility model, without departing from its scope of protection, fall within the scope defined by the claims.

Claims

1. An aircraft horizontal stabilizer simulation device, comprising: frame; A power unit, which is mounted to the frame; A rod having external threads on its outer surface, wherein the rod is connected to the power device and is driven to rotate by the power device; A simulated horizontal stabilizer has a first end and a second end that are opposite to each other, and a middle portion located centrally between the first end and the second end, wherein the first end of the simulated horizontal stabilizer is rotatably connected to the frame. The characteristic is that the rod passes through the middle part of the simulated horizontal tail. Furthermore, the aircraft horizontal stabilizer simulation device further includes a load balancing device, which is fixed to the simulated horizontal stabilizer, and the rod passes through the load balancing device. The load balancing device comprises: At least one lead screw nut, the lead screw nut having an internal thread that matches the external thread of the rod; At least one damping device is provided, which is arranged around the lead screw nut to allow the lead screw nut to move relative to the load balancing device.

2. The aircraft horizontal stabilizer simulation device according to claim 1, characterized in that, The load balancing device also includes a lead screw nut seat and a housing, wherein... The lead screw nut seat is sleeved around the lead screw nut and spaced apart from the lead screw nut; The housing is sleeved around the lead screw nut seat; and The shock absorption device is arranged between the lead screw nut seat and the housing.

3. The aircraft horizontal stabilizer simulation device according to claim 2, characterized in that, The damping device includes multiple nested rings, wherein the damping device has a normal state and a compressed state. In the normal state, there is an axial gap between each layer of the multiple rings. In the compressed state, the axial gap between each layer of the multiple rings is smaller than the axial gap between the multiple rings of the damping device in the normal state.

4. The aircraft horizontal stabilizer simulation device according to claim 1, characterized in that, The power unit includes a power coupler and a plurality of motors, wherein the power coupler includes a single output and a plurality of inputs connected to the plurality of motors, and wherein the output responds to one or more of the inputs.

5. The aircraft horizontal stabilizer simulation device according to claim 1 or 4, characterized in that, The aircraft horizontal stabilizer simulator also includes a suspension fixed to the frame, and the power unit is oscillatingly mounted to the suspension to be suspended on the frame.

6. The aircraft horizontal stabilizer simulation device according to claim 5, characterized in that, The aircraft horizontal stabilizer simulation device also includes a universal joint, which is fixed to the frame and located between the power unit and the simulated horizontal stabilizer, wherein the rod passes through the universal joint.

7. The aircraft horizontal stabilizer simulation device according to claim 1, characterized in that, A simulated load is attached to the second end of the simulated horizontal tail.

8. The aircraft horizontal stabilizer simulation device according to claim 7, characterized in that, The aircraft horizontal stabilizer simulation device also includes a load reversing device, which includes at least one fixed pulley fixed to the frame and a rope resting on the fixed pulley, wherein the rope can be simultaneously connected to a second end of the simulated horizontal stabilizer and the simulated load.

9. The aircraft horizontal stabilizer simulation device according to claim 7 or 8, characterized in that, The aircraft horizontal stabilizer simulation device also includes a counterweight, which is positioned so that its first end, close to the simulated horizontal stabilizer in the lateral direction, is mounted to the frame.

10. The aircraft horizontal stabilizer simulation device according to claim 1, characterized in that, The frame includes multiple horizontal beams extending in the transverse direction, longitudinal beams extending in the vertical direction and intersecting with the multiple horizontal beams, and multiple reinforcing ribs disposed between the multiple horizontal beams and the multiple longitudinal beams.

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