CN111572757B - Method for designing driving mechanism of follow-up control surface of aircraft rudder - Google Patents
Method for designing driving mechanism of follow-up control surface of aircraft rudder Download PDFInfo
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- CN111572757B CN111572757B CN202010386378.5A CN202010386378A CN111572757B CN 111572757 B CN111572757 B CN 111572757B CN 202010386378 A CN202010386378 A CN 202010386378A CN 111572757 B CN111572757 B CN 111572757B
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- 230000033001 locomotion Effects 0.000 claims description 15
- 230000000087 stabilizing effect Effects 0.000 claims description 4
- 238000004364 calculation method Methods 0.000 claims description 3
- 239000008358 core component Substances 0.000 claims description 3
- 238000009826 distribution Methods 0.000 claims description 3
- 238000009434 installation Methods 0.000 claims description 3
- 238000004088 simulation Methods 0.000 claims description 3
- 238000012423 maintenance Methods 0.000 abstract 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/02—Initiating means
- B64C13/04—Initiating means actuated personally
- B64C13/044—Initiating means actuated personally operated by feet, e.g. pedals
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/24—Transmitting means
- B64C13/26—Transmitting means without power amplification or where power amplification is irrelevant
- B64C13/28—Transmitting means without power amplification or where power amplification is irrelevant mechanical
- B64C13/30—Transmitting means without power amplification or where power amplification is irrelevant mechanical using cable, chain, or rod mechanisms
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
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Abstract
The invention belongs to the technical field of aviation, and relates to a design method of a driving mechanism of a follow-up control surface of an aircraft rudder. When the rudder rotates, the position of a strut of a suspension bracket of the rudder does not move, a double-lug rocker arm on a crossbeam of the rudder moves along with the rudder and rotates around a rotating shaft of the rudder, the relative position formed by a connecting rod, the double-lug rocker arm and a driving pull rod changes with the position of the rudder when the rudder is in a neutral state, and the driving pull rod drives a follow-up control surface to move in the direction opposite to the direction of the rudder due to the change. The mechanism is simple in design, simple in part design, small in size, low in cost, convenient to assemble and disassemble and good in later maintenance, and can effectively control the deflection angle of the follow-up surface.
Description
Technical Field
The invention belongs to the technical field of aviation, relates to an auxiliary control design technology of an airplane control system, and relates to a driving mechanism design of a follow-up control surface of an airplane rudder.
Background
The flight control system comprises an elevator control system, an aileron control system and a rudder control system and is used for controlling the airplane to realize pitching, rolling and yawing. As an important functional system of an aircraft, the design of a flight control system is crucial, which directly affects the flight safety of the aircraft.
The control force of a general manual control system of an airplane is an important index of the system, in order to reduce the control force of a driver on a pedal plate, a follow-up control surface is arranged on the control surface of a rudder of the airplane, the follow-up control surface and the rudder move in the opposite direction by a set of mechanism, and when the rudder rotates, a driving mechanism controls the follow-up control surface to deflect towards the direction opposite to the rudder so as to reduce the pneumatic load on the rudder and reduce the pedal force.
The invention provides a driving mechanism design of a follow-up control surface of an airplane rudder, which has the advantages of simple mechanism, simple part design, miniaturization and low production cost, and can obtain effective control of the deflection angle of the follow-up control surface. Finally, the pneumatic load on the rudder is reduced, and the pedaling force is reduced.
Disclosure of Invention
The present invention provides a simple drive mechanism to achieve effective control of surface deflection.
Technical scheme
A design method of a driving mechanism of a follow-up control surface of an airplane rudder comprises a rudder suspension bracket support, a connecting rod 1, a double-lug rocker arm 2, a driving pull rod 3 and a driving rocker arm. The design of drive rocking arm pivot is in the pivot of follow-up control surface, and the pivot design of ears rocking arm 2 is on the rudder pivot, and the pivot relative position of rudder suspension bracket, rudder pivot and follow-up control surface is fixed unchangeably to be designed, and its step is as follows:
the first step is as follows: and (3) calculating a transmission ratio according to the deflection amount of the follow-up control surface and the deflection amount of the main control surface (the total transmission ratio is n = the deflection angle of the follow-up control surface/the deflection angle of the rudder).
The second step: distributing and calculating the transmission ratio of a driving mechanism of the follow-up control surface, and determining: the arm length of R1, R2, R3. The arm lengths of the double-lug rocker arm 2 are respectively the left-lug arm length R1 and the right-lug arm length R2, the arm length of the driving rocker arm is R3, R1= R3 needs to be designed, and the total transmission ratio is n = R3/R2;
the third step: determining a driving mechanism design central plane (generally a driving rocker central plane, namely a driving control surface comprehensive stress surface) of the follow-up control surface according to the position of a driving rocker of the follow-up control surface;
the fourth step: selecting the nearest rudder suspension bracket according to the determined central plane to find the fixed point of the strut, wherein the axis of the strut of the rudder suspension bracket is in a rudder chord plane (the strut of the rudder suspension bracket is arranged on the suspension bracket, and the strut is as short as possible, so that the stress is good);
the fifth step: finding the position of the fixed rocker arm of the rudder girder according to the determined central plane, ensuring that the center of the rocker arm is on the central plane, and ensuring that the rotating shaft of the double-lug rocker arm 2 is on the rudder rotating shaft after installation;
and a sixth step: after the double-lug included angle of the double-lug rocker arm 2 determines the arm length according to the distributed transmission ratio, the driving pull rod is approximately vertical to the right ear of the double-lug rocker arm 2 at the initial position, and is approximately vertical to the driving rocker arm to determine the position of the right ear of the double-lug rocker arm 2; the connecting rod 1 is approximately vertical to the left ear of the double-ear rocker arm 2, and after the conditions are met, the double-ear included angle of the double-ear rocker arm 2 is determined.
The seventh step: determining the length of the driving pull rod according to the position of the double-lug rocker arm 2 and the position of the driving rocker arm, and adjusting the driving rocker arm to be vertical to the driving pull rod at a neutral position as much as possible;
eighth step: determining the length of the connecting rod according to the positions of the double-lug rocker arm 2 and the rudder suspension bracket strut;
the ninth step: each rocker arm of the driving mechanism has nonlinearity in motion, the driving mechanism is subjected to simulation motion, the distribution and calculation correctness of the transmission ratio are verified, and the length of a driving pull rod and the double-lug angle of the double-lug rocker arm can be properly corrected by software simulation so that the transmission ratio of the mechanism is approximate to a total transmission ratio value;
the tenth step: according to the motion of the mechanism, the double-lug rocker arm 2 and the connecting rod 1 select proper points to design and use the bearings;
the eleventh step: the drive rod 3 is designed to avoid the leading edge of the follower surface.
One end of the connecting rod 1, which is connected with the rudder suspension bracket strut, is designed as a single hole, and the other end of the connecting rod is designed as a self-aligning bearing for compensating structural deformation in motion.
One end of the driving pull rod 3 is an adjustable threaded joint, and the other end of the driving pull rod is an elbow which is designed for preventing the front edge of the follow-up compensation sheet from interfering with the driving pull rod in motion and preventing the joint part of the follow-up control surface from interfering.
The rocker arm 2 is a core component with a transmission ratio and is designed into two lugs, one end of the rocker arm is hinged with the connecting rod 1, and the other end of the rocker arm is hinged with the driving pull rod 3.
When the rudder rotates, the position of the strut fixed on the rudder suspension bracket is fixed, the position of the connecting point of the strut and the connecting rod 1 is fixed relative to the rudder stabilizing surface,
the rocker arm 2 on the rudder girder moves along with the rudder, the connection point of the rocker arm 2 and the connecting rod 1 rotates around the rudder rotating shaft along with the rudder and rotates around the rudder rotating shaft,
the relative position formed by the connecting rod 1, the rocker arm 2 and the driving pull rod 3 is changed from the position when the rudder is in the middle, and the driving pull rod 3 drives the follow-up control surface to move in the direction opposite to the direction of the rudder.
The support, the rudder suspension support strut, the rocker arm 2 and the driving pull rod 3 are connected by threads.
In the first step, the transmission ratio is calculated specifically as the proportional relation of the declination angles of the two control surfaces.
Technical effects
The invention provides a driving mechanism design of a follow-up control surface of an airplane rudder, which has the advantages of simple mechanism, simple part design, miniaturization, low cost and effective control of the deflection angle of the follow-up control surface. Finally, the pneumatic load on the rudder is reduced, and the pedaling force is reduced.
Drawings
FIG. 1 is a driving schematic diagram of a follower control surface of an aircraft rudder;
FIG. 2 is a driving mechanism center plane of a follow-up rudder surface of an aircraft rudder
FIG. 3 is a mounting diagram of a driving mechanism of a follow-up control surface of an aircraft rudder
FIG. 4 is a binaural rocker diagram of a follow-up control surface of an aircraft rudder
FIG. 5 is a flow chart of the driving mechanism design for the follower control surface of an aircraft rudder
Wherein 1-connecting rod 2-rocker arm 3-driving pull rod
Detailed Description
The drive mechanism design of the following control surface of the aircraft rudder is explained in detail with the attached drawings: a driving mechanism design of a follow-up control surface of an airplane rudder comprises a rudder suspension bracket support, a connecting rod 1, a rocker arm 2 fixed on a rudder girder, a driving pull rod 3 and a driving rocker arm fixedly connected with the follow-up control surface. As in fig. 1. When the rudder rotates, the position of a strut fixed on a rudder suspension bracket is fixed (the position of a connecting point of the strut and a connecting rod 1 is fixed relative to a rudder stabilizing surface), a rocker arm 2 on a rudder girder moves along with the rudder (the connecting point of the rocker arm 2 and the connecting rod 1 rotates along with the rudder around a rudder rotating shaft) and rotates around the rudder rotating shaft, at the moment, the relative position formed by the connecting rod 1, the rocker arm 2 and a driving pull rod 3 and the position of the rudder in the middle period change, and due to the change, the driving pull rod 3 drives the follow-up rudder surface to move in the direction opposite to that of the rudder.
The moving parts and the fixed base are important parts of the system.
The first step is as follows: and (3) calculating a transmission ratio according to the deflection amount of the follow-up control surface and the deflection amount of the main control surface (wherein the total transmission ratio is n = the deflection angle of the follow-up control surface/the deflection angle of the rudder).
The second step: distributing and calculating the transmission ratio of a driving mechanism of the follow-up control surface, and determining: the arm length of R1, R2, R3. The arm lengths of the double-lug rocker arm 2 are respectively the left ear arm length R1 and the right ear arm length R2, the arm length of the driving rocker arm is R3, R1= R3 needs to be designed, and the total transmission ratio is n = R3/R2;
the third step: determining a driving mechanism design central plane (generally a driving rocker central plane, namely a driving control surface comprehensive stress surface) of the follow-up control surface according to the position of a driving rocker of the follow-up control surface;
the fourth step: selecting the nearest rudder suspension bracket according to the determined central plane to find the fixed point of the strut, wherein the axis of the strut of the rudder suspension bracket is in a rudder chord plane (the strut of the rudder suspension bracket is arranged on the suspension bracket, and the strut is as short as possible, so that the stress is good);
the fifth step: finding the position of the rudder girder fixing rocker arm according to the determined central plane, ensuring that the center of the rocker arm is on the central plane, and ensuring that the rotating shaft of the double-lug rocker arm 2 is on the rudder rotating shaft after installation;
and a sixth step: after the double-lug included angle of the double-lug rocker arm 2 determines the arm length according to the distributed transmission ratio, the driving pull rod is approximately vertical to the right ear of the double-lug rocker arm 2 at the initial position, and is approximately vertical to the driving rocker arm to determine the position of the right ear of the double-lug rocker arm 2; the connecting rod 1 is approximately vertical to the left ear of the double-ear rocker arm 2, and after the conditions are met, the double-ear included angle of the double-ear rocker arm 2 is determined.
The seventh step: determining the length of the driving pull rod according to the position of the double-lug rocker arm 2 and the position of the driving rocker arm, and adjusting the driving rocker arm to be vertical to the driving pull rod at a neutral position as much as possible;
eighth step: determining the length of the connecting rod according to the positions of the double-lug rocker arm 2 and the rudder suspension bracket strut;
the ninth step: each rocker arm of the driving mechanism has nonlinearity in motion, the driving mechanism is subjected to simulation motion, the distribution and calculation correctness of the transmission ratio are verified, and the length of a driving pull rod and the double-lug angle of the double-lug rocker arm can be properly corrected by software simulation to enable the transmission ratio of the driving mechanism to be approximate to a total transmission ratio value;
the tenth step: according to the motion of the mechanism, the double-lug rocker arm 2 and the connecting rod 1 select proper points to design and use the bearings;
the eleventh step: the drive rod 3 is designed to avoid the leading edge of the follower surface.
One end of the connecting rod 1, which is connected with the rudder suspension bracket strut, is designed as a single hole, and the other end of the connecting rod is designed as a self-aligning bearing for compensating structural deformation in motion.
One end of the driving pull rod 3 is an adjustable threaded connector, and the other end of the driving pull rod is an elbow which is designed for preventing the front edge of the follow-up compensation sheet from interfering with the connector of the follow-up control surface in the movement of the driving pull rod.
The rocker arm 2 is a core component with a transmission ratio and is designed into two lugs, one end of the rocker arm is hinged with the connecting rod 1, and the other end of the rocker arm is hinged with the driving pull rod 3.
When the rudder rotates, the position of the connecting point of the strut and the connecting rod 1 is fixed relative to the rudder stabilizing surface, and the connecting rod can rotate around the rudder suspension bracket strut.
The double-lug rocker arm 2 on the rudder girder moves along with the rudder, the connection point of the double-lug rocker arm 2 and the connecting rod 1 rotates around the rudder rotating shaft along with the rudder and rotates around the rudder rotating shaft,
the relative position formed by the connecting rod 1, the double-lug rocker arm 2 and the driving pull rod 3 is changed from the position when the rudder is in the middle, and the driving pull rod 3 drives the follow-up control surface to move in the direction opposite to the direction of the rudder.
The support, the rudder suspension support pillar, the double-lug rocker arm 2 and the driving pull rod 3 are connected in a hinged manner.
The connecting rod 1, the double-lug rocker arm 2, the driving pull rod 3 and the driving rocker arm are arranged on the central plane. In the first step, the transmission ratio is calculated specifically as the proportional relation of the declination angles of the two control surfaces.
Claims (9)
1. A method for designing a driving mechanism of a follow-up control surface of an aircraft rudder is characterized by comprising the following steps:
the first step is as follows: according to the requirement of the airplane, calculating the transmission ratio of the deflection of the follow-up control surface and the deflection of the main control surface, wherein the total transmission ratio is n = the deflection angle of the follow-up control surface/the deflection angle of the rudder;
the second step is that: distributing and calculating the transmission ratio of a driving mechanism of the follow-up control surface, and determining: the arm length of R1, R2, R3; the arm lengths of the double-lug rocker arm (2) are respectively the left ear arm length R1 and the right ear arm length R2, the driving rocker arm length is R3, R1= R3 needs to be designed, and the total transmission ratio is n = R3/R2;
the third step: determining a driving mechanism design central plane of the follow-up control surface according to the position of the driving rocker arm of the follow-up control surface, wherein the driving rocker arm design central plane is a driving rocker arm central plane, namely: a driving control surface comprehensive stress surface;
the fourth step: selecting a nearest rudder suspension bracket according to the determined central plane to find a fixed point of a strut, wherein the axis of the strut of the rudder suspension bracket is in a rudder chord plane, the strut of the rudder suspension bracket is arranged on the suspension bracket, and the strut is as short as possible;
the fifth step: finding the position of the fixed rocker arm of the rudder girder according to the determined central plane, ensuring that the center of the rocker arm is on the central plane, and ensuring that the rotating shaft of the double-lug rocker arm (2) is necessarily on the rudder rotating shaft after installation;
and a sixth step: after the double-lug included angle of the double-lug rocker arm (2) determines the arm length according to the distributed transmission ratio, the driving pull rod is approximately vertical to the right lug of the double-lug rocker arm (2) at the initial position and is approximately vertical to the driving rocker arm to determine the position of the right lug of the double-lug rocker arm (2); the connecting rod (1) is approximately vertical to the left ear of the double-ear rocker arm (2), and after the conditions are met, the double-ear included angle of the double-ear rocker arm (2) is determined;
the seventh step: determining the length of the driving pull rod according to the position of the double-lug rocker arm (2) and the position of the driving rocker arm, and adjusting the driving rocker arm to be vertical to the driving pull rod at a neutral position as much as possible;
eighth step: determining the length of the connecting rod according to the position of the double-lug rocker arm (2) and the position of the rudder suspension bracket strut;
the ninth step: each rocker arm of the driving mechanism has nonlinearity in motion, the driving mechanism is subjected to simulation motion, the distribution and calculation correctness of the transmission ratio are verified, and the length of a driving pull rod and the double-lug angle of the double-lug rocker arm are properly corrected by software simulation so that the transmission ratio of the driving mechanism is approximate to a total transmission ratio value;
the tenth step: according to the motion of the mechanism, the double-lug rocker arm (2) and the connecting rod (1) select proper points to design and use the bearing;
the eleventh step: the driving pull rod (3) is designed to avoid the front edge of the follow-up control surface.
2. The design method of the driving mechanism of the follow-up control surface of the aircraft rudder according to the claim 1 is characterized in that one end of the connecting rod (1) connected with the rudder suspension bracket strut is designed as a single hole, and the other end is designed as a self-aligning bearing for compensating the structural deformation in motion.
3. The design method of the driving mechanism of the follow-up control surface of the aircraft rudder according to claim 1 is characterized in that one end of the driving pull rod (3) is an adjustable threaded joint, and the other end of the driving pull rod is an elbow which is designed to prevent the interference between the front edge of the follow-up compensator and the driving pull rod in the movement and the connection head of the follow-up control surface.
4. The design method of the driving mechanism of the follow-up control surface of the aircraft rudder according to the claim 1 is characterized in that the rocker arm (2) is a transmission ratio core component and is designed into two lugs, one end of the rocker arm is hinged with the connecting rod (1), and the other end of the rocker arm is hinged with the driving pull rod (3).
5. The method for designing a driving mechanism of a follow-up control surface of an aircraft rudder according to claim 1, wherein when the rudder rotates, a strut fixed on a rudder suspension bracket is fixed, and a connection point of the strut and the connecting rod (1) is fixed relative to a rudder stabilizing surface.
6. The design method of the driving mechanism of the follow-up control surface of the airplane rudder according to claim 1, characterized in that the rocker arm (2) on the rudder girder moves along with the rudder, and the connecting point of the rocker arm (2) and the connecting rod (1) rotates around the rudder rotating shaft along with the rudder and rotates around the rudder rotating shaft.
7. The design method of the driving mechanism of the follow-up control surface of the aircraft rudder according to claim 1 is characterized in that the relative position of the connecting rod (1), the rocker arm (2) and the driving pull rod (3) is changed from the position when the rudder is in a neutral state, and the driving pull rod (3) drives the follow-up control surface to move in the direction opposite to the rudder.
8. The design method of the driving mechanism of the follow-up control surface of the aircraft rudder according to claim 1, characterized in that the connection of the bracket, the rudder suspension bracket strut, the rocker arm (2) and the driving pull rod (3) is a threaded connection.
9. The method for designing the driving mechanism of the follow-up control surface of the aircraft rudder according to the claim 1, wherein the transmission ratio is calculated in the first step specifically as a proportional relation of deflection angles of the two control surfaces.
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| CN112793765B (en) * | 2020-12-28 | 2022-10-28 | 中国航天空气动力技术研究院 | Steering engine torque compensation mechanism and control surface operating system |
| CN114084368B (en) * | 2021-09-21 | 2023-06-23 | 中国航空工业集团公司西安飞机设计研究所 | Intersection point determining method of servo control surface driving pull rod |
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| FR1328347A (en) * | 1962-03-28 | 1963-05-31 | English Electric Co Ltd | Linkage for rudder control on an airplane |
| CN110217383A (en) * | 2019-06-24 | 2019-09-10 | 陕西飞机工业（集团）有限公司 | A kind of aircraft foot manipulation Nose Wheel Steering rigid control system |
| CN110422319A (en) * | 2019-09-02 | 2019-11-08 | 重庆恩斯特龙通用航空技术研究院有限公司 | A kind of light aerocraft rudder control device |
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2020
- 2020-05-09 CN CN202010386378.5A patent/CN111572757B/en active Active
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| FR1328347A (en) * | 1962-03-28 | 1963-05-31 | English Electric Co Ltd | Linkage for rudder control on an airplane |
| CN110217383A (en) * | 2019-06-24 | 2019-09-10 | 陕西飞机工业（集团）有限公司 | A kind of aircraft foot manipulation Nose Wheel Steering rigid control system |
| CN110422319A (en) * | 2019-09-02 | 2019-11-08 | 重庆恩斯特龙通用航空技术研究院有限公司 | A kind of light aerocraft rudder control device |
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Address after: 723213 Liulin Town, Chenggu County, Hanzhong City, Shaanxi Province Patentee after: Shaanxi Aircraft Industry Co.,Ltd. Address before: 723213 box 34, Hanzhong City, Shaanxi Province Patentee before: Shaanxi Aircraft INDUSTRY(GROUP) Co.,Ltd. |
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