Aileron control mechanism for light sport aircraft

Abstract

The utility model provides a light sport aircraft aileron control mechanism relates to airplane control system technical field, including the driving control rod, the bottom of driving control rod installs first connecting rod, the first connecting rod is hinged with the rocker, the end of rocker is hinged with second connecting rod, the end of second connecting rod is vertically hinged with third connecting rod, the top of third connecting rod is hinged with fourth connecting rod, the front end of fourth connecting rod is rotatively connected in the short arm bottom of L type connecting piece, the long arm of L type connecting piece extends along longitudinal rear portion, and the top of long arm end is hinged with left side aileron drive link and right side aileron drive link respectively through two in front -and -back direction staggered hinged points, the utility model discloses a whole rigid connecting rod and unique L type conversion spare transmission mechanism are adopted, and the problem of idle stroke and response delay that exists in traditional push -and -pull soft axle is fundamentally eliminated, and the accurate synchronization of control input and rudder surface deflection is realized.

Description

Technical Field

[0001] This utility model relates to the field of aircraft control system technology, and in particular to an aileron control mechanism for a light sport aircraft. Background Technology

[0002] Currently, the aileron control of high-wing light sport aircraft mostly adopts push-pull flexible shaft transmission. Although flexible shafts can be bent flexibly, their large internal clearance, free travel, and high friction result in sluggish control response, high stick force, and inaccurate control of the control surfaces, which seriously affect the aircraft's handling stability and flight safety. Therefore, we propose an aileron control mechanism for light sport aircraft. Utility Model Content

[0003] The purpose of this invention is to address the shortcomings of existing technologies. Although flexible shafts can be bent flexibly, they have large internal gaps, free travel, and high friction, resulting in sluggish control response, high stick force, and inaccurate control of the control surfaces, which seriously affect the aircraft's control stability and flight safety.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: A light sport aircraft aileron control mechanism includes a control stick with a first link mounted at its bottom. A rocker arm is hinged to the first link, and the end of the rocker arm is hinged to a second link. A third link is vertically hinged to the end of the second link, and a fourth link is hinged to the top of the third link. The front end of the fourth link is rotatably connected to the bottom end of the short arm of an L-shaped connector. The long arm of the L-shaped connector extends longitudinally rearward, and the top of its end is hinged to a left aileron drive stick and a right aileron drive stick respectively through two hinge points staggered in the longitudinal direction. The left aileron drive stick is connected to the left aileron control surface through a first rocker arm, and the right aileron drive stick is connected to the right aileron control surface through a second rocker arm.

[0005] Furthermore, the bottom end of the corner of the long arm and short arm of the L-shaped connector is rotatably connected to the fuselage structure through a pivot. When the L-shaped connector rotates around its pivot, it can simultaneously and in opposite directions drive the left aileron drive rod and the right aileron drive rod.

[0006] Furthermore, the line connecting the two hinge points at the top of the long arm end of the left aileron drive rod and the right aileron drive rod is spatially oblique to the axis of rotation of the L-shaped connector.

[0007] Furthermore, the first rocker arm and the second rocker arm have the same structure, both including a pivot point fixed to the fuselage structure and lever arms located on both sides of the pivot point, wherein one lever arm is hinged to the corresponding aileron drive rod and the other lever arm is connected to the corresponding aileron control surface.

[0008] Furthermore, when the driving control stick deflects to one side, the L-shaped connector is driven to rotate around its axis through the transmission of the first link, rocker arm, second link, third link and fourth link. Using the staggered hinge points at the top of its long arm end, the left aileron drive stick and the right aileron drive stick push and pull each other. Then, through the conversion of the first rocker arm and the second rocker arm, the left aileron control surface and the right aileron control surface finally produce opposite deflection angles.

[0009] Furthermore, the hinge points between the rocker and the first link, and between the rocker and the second link, are rigid rods. The first link, the second link, the third link, the fourth link, the left aileron drive rod, and the right aileron drive rod are all rigid straight rods, and the entire transmission path does not include push-pull flexible shafts.

[0010] Furthermore, the vertical hinge point between the third link and the second link, the hinge point between the fourth link and the bottom end of the short arm of the L-shaped connector, and the rotation axis center of the L-shaped connector constitute a planar linkage mechanism that converts the lateral swing of the control stick into the rotation of the L-shaped connector.

[0011] Compared with the prior art, the beneficial effects of this utility model are: This invention, by employing a fully rigid linkage and a unique L-shaped conversion transmission mechanism, fundamentally eliminates the problems of idle travel and response lag inherent in traditional push-pull flexible shafts, achieving precise synchronization between control input and control surface deflection, and significantly improving control accuracy and response speed. Its simple and reliable structure and low transmission chain friction make the control stick force light and gentle, which is conducive to pilots' comfortable and stable operation over long periods of time. At the same time, through the deterministic design of mechanical linkage, this mechanism ensures that the left and right ailerons can achieve precise and synchronous counter-differential deflection, thereby effectively improving the stability of the aircraft's roll motion and overall handling quality. Attached Figure Description

[0012] Figure 1 A schematic diagram of the overall structure of an aileron control mechanism for a light sport aircraft provided by this utility model; Figure 2 A top view schematic diagram of an aileron control mechanism for a light sport aircraft provided by this utility model; Figure 3 A schematic diagram of part A of the aileron control mechanism for a light sport aircraft provided by this utility model; Figure 4 This is a schematic diagram of part B of the aileron control mechanism for a light sport aircraft provided by this utility model.

[0013] Legend: 1. Driving control lever; 101. First link; 102. Rocker arm; 103. Second link; 104. Third link; 105. Fourth link; 106. L-shaped connector; 107. Left aileron drive lever; 108. Right aileron drive lever; 109. First rocker arm; 110. Second rocker arm. Detailed Implementation

[0014] The technical solutions of the present utility model will be clearly and completely described below with reference to the embodiments of the present utility model. 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 protection scope of the present utility model.

[0015] To facilitate understanding of this utility model, a more comprehensive description of this utility model will be provided below with reference to relevant embodiments, and several embodiments of this utility model will be given. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of this utility model more thorough and complete.

[0016] It should be noted that when an element is said to be fixed to another element, it can be directly on the other element or there may be an intervening element. When an element is said to be connected to another element, it can be directly connected to the other element or there may be an intervening element. The terms vertical, horizontal, left, right and similar expressions used in this document are for illustrative purposes only.

[0017] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The terminology used herein includes and / or includes any and all combinations of one or more of the associated listed items.

[0018] Example 1 like Figure 1-4As shown, this utility model provides a technical solution: a light sport aircraft aileron control mechanism, including a control stick 1, a first link 101 mounted at the bottom of the control stick 1, a rocker arm 102 hinged to the first link 101, the end of the rocker arm 102 hinged to a second link 103, a third link 104 vertically hinged to the end of the second link 103, a fourth link 105 hinged to the top of the third link 104, the front end of the fourth link 105 rotatably connected to the bottom end of the short arm of an L-shaped connector 106, the long arm of the L-shaped connector 106 extending longitudinally rearward, and the top of the end of its long arm... Through two hinge points staggered in the front-rear direction, it is hinged to the left aileron drive rod 107 and the right aileron drive rod 108 respectively. The left aileron drive rod 107 is connected to the left aileron control surface through the first rocker arm 109, and the right aileron drive rod 108 is connected to the right aileron control surface through the second rocker arm 110. Each hinge point of this control mechanism clearly defines the direction of force transmission and motion conversion node, ensuring that every displacement of the control input can be transmitted to the control surface without attenuation and with certainty, thus eliminating the problem of idle travel caused by the bending of the core material and the gap between the flexible shaft and the sleeve.

[0019] Example 2 like Figure 1-4 As shown, the bottom end of the corner between the long arm and the short arm of the L-shaped connector 106 is rotatably connected to the fuselage structure via a pivot. When the L-shaped connector 106 rotates around its pivot, it can simultaneously and in opposite directions drive the left aileron drive rod 107 and the right aileron drive rod 108. The line connecting the two hinge points at the top of the long arm of the left aileron drive rod 107 and the right aileron drive rod 108 is spatially oblique to the axis of rotation of the L-shaped connector 106. The first rocker arm 109 and the second rocker arm 110 have the same structure, both including a component fixed to the fuselage structure. The pivot point of rotation and the lever arms located on both sides of the pivot point, one lever arm is hinged to the corresponding aileron drive rod, and the other lever arm is connected to the corresponding aileron control surface. The L-shaped connector 106 utilizes the lever principle, which can generate a large torque with a small input force to drive the L-shaped connector 106 to rotate. Connecting the left and right drive rods to the top of the end of the long arm further amplifies the linear effect of this torque on the drive rod, making operation more effortless. The staggered hinge design is the key mechanical structure to realize single-input drive dual-output reverse motion. When the control stick 1 deflects to one side, the L-shaped connector 106 is driven to rotate around its axis through the transmission of the first link 101, rocker arm 102, second link 103, third link 104, and fourth link 105. Utilizing the staggered hinge points at the top of its long arm, the left aileron drive stick 107 and the right aileron drive stick 108 push and pull respectively. Then, through the conversion of the first rocker arm 109 and the second rocker arm 110, the left and right aileron control surfaces ultimately produce opposite deflection angles. This structure defines the working method of this utility model in terms of functional flow. It clearly illustrates how, through a series of defined mechanical linkages, a lateral displacement of the control stick is ultimately and unambiguously transformed into a defined opposite deflection of the control surfaces on both sides. The hinge points between the joystick 102 and the first link 101, and between the joystick 102 and the second link 103, are rigid rods. The first link 101, the second link 103, the third link 104, the fourth link 105, the left aileron drive rod 107, and the right aileron drive rod 108 are all rigid straight rods. The entire transmission path does not include push-pull flexible shafts. The vertical hinge points between the third link 104 and the second link 103, the hinge points between the fourth link 105 and the bottom of the short arm of the L-shaped connector 106, and the rotation center of the L-shaped connector 106 constitute a planar linkage mechanism that converts the lateral swing of the control stick into the rotation of the L-shaped connector 106. The rigid rods do not have compression deformation or internal gaps, thus completely eliminating idle travel. The metal-to-metal hinge friction is much less than the sliding friction of the flexible shaft core material in the sleeve, thus significantly reducing the control stick force. The rigid structure transmits response instantly, thus greatly improving the sensitivity and accuracy of operation.

[0020] The working process of this utility model is as follows: When using a light sport aircraft aileron control mechanism, firstly, when the pilot turns the control stick 1 to the left, the left aileron drive stick 107 moves backward and the right aileron drive stick 108 moves forward through the aforementioned linkage mechanism, thereby causing the left aileron rudder to deflect upward and the right aileron rudder to deflect downward, achieving a left roll of the aircraft. Reverse control achieves a right roll. Each hinge point is equipped with wear-resistant bushings to reduce wear and ensure smooth transmission. The entire mechanism uses rigid rods and rocker arms, without flexible shaft structure, fundamentally eliminating idle travel and excessive friction, and achieving precise and lightweight aileron control.

[0021] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A light sport aircraft aileron control mechanism, comprising a control stick (1), characterized in that: The bottom end of the driving control lever (1) is equipped with a first link (101), a rocker arm (102) is hinged to the first link (101), the end of the rocker arm (102) is hinged to a second link (103), the end of the second link (103) is vertically hinged to a third link (104), the top end of the third link (104) is hinged to a fourth link (105), and the front end of the fourth link (105) is rotatably connected to an L-shaped connector (10). At the bottom of the short arm of 6), the long arm of the L-shaped connector (106) extends longitudinally to the rear. The top of the end of the long arm is hinged to the left aileron drive rod (107) and the right aileron drive rod (108) respectively through two hinge points that are staggered in the front-rear direction. The left aileron drive rod (107) is connected to the left aileron control surface through the first rocker arm (109), and the right aileron drive rod (108) is connected to the right aileron control surface through the second rocker arm (110).

2. The aileron control mechanism for a light sport aircraft according to claim 1, characterized in that: The bottom end of the corner between the long arm and the short arm of the L-shaped connector (106) is rotatably connected to the fuselage structure through a pivot. When the L-shaped connector (106) rotates around its pivot, it can simultaneously and in opposite directions drive the left aileron drive rod (107) and the right aileron drive rod (108).

3. The aileron control mechanism for a light sport aircraft according to claim 2, characterized in that: The line connecting the two hinge points at the top of the end of the long arm of the left aileron drive rod (107) and the right aileron drive rod (108) is spatially oblique to the axis of rotation of the L-shaped connector (106).

4. The aileron control mechanism for a light sport aircraft according to claim 1, characterized in that: The first rocker arm (109) and the second rocker arm (110) have the same structure, both including a rotating fulcrum fixed to the fuselage structure and lever arms located on both sides of the rotating fulcrum, wherein one lever arm is hinged to the corresponding aileron drive rod and the other lever arm is connected to the corresponding aileron control surface.

5. The aileron control mechanism for a light sport aircraft according to claim 1, characterized in that: When the driving control lever (1) deflects to one side, the L-shaped connector (106) is driven to rotate around its axis through the transmission of the first link (101), rocker arm (102), second link (103), third link (104) and fourth link (105). By using the hinge points that are staggered at the top of the end of its long arm, the left aileron drive lever (107) and the right aileron drive lever (108) are pushed and pulled respectively. Then, through the conversion of the first rocker arm (109) and the second rocker arm (110), the left aileron control surface and the right aileron control surface finally produce opposite deflection angles.

6. The aileron control mechanism for a light sport aircraft according to claim 1, characterized in that: The hinge point between the rocker arm (102) and the first link (101), and the hinge point between the rocker arm (102) and the second link (103) are rigid rods. The first link (101), the second link (103), the third link (104), the fourth link (105), the left aileron drive rod (107), and the right aileron drive rod (108) are all rigid straight rods. The entire transmission path does not include push-pull flexible shafts.

7. The aileron control mechanism for a light sport aircraft according to claim 1, characterized in that: The vertical hinge point of the third link (104) and the second link (103), the hinge point of the fourth link (105) and the bottom end of the short arm of the L-shaped connector (106), and the rotation axis center of the L-shaped connector (106) constitute a planar linkage mechanism that converts the lateral swing of the control stick into the rotation of the L-shaped connector (106).

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