阅读说明：本技术 一种飞机方向舵随动舵面的驱动机构设计方法 (Method for designing driving mechanism of follow-up control surface of aircraft rudder ) 是由 宋娟妮 车意彬 齐海东 崔津铭 徐鸿洋 程兴宏 杨涛 戴畅 何志国 石强军 于 2020-05-09 设计创作，主要内容包括：本发明属于航空技术领域,涉及一种飞机方向舵随动舵面的驱动机构设计方法,本发明涉及的支架、支柱、摇臂、驱动拉杆的连接为的铰接。当方向舵转动时,固定在方向舵悬挂支架支柱位置不动,方向舵大梁上的双耳摇臂随方向舵运动,并绕方向舵转轴转动,此时连杆、双耳摇臂和驱动拉杆组成的相对位置与方向舵中立时的位置发生了变化,由于这样的变化,驱动拉杆驱动随动舵面与方向舵相反方向运动。该机构设计简单,零件设计简单,并且小型化,成本低,获得有效的随动面偏角的控制,拆装方便,后期维护性好,该发明摒弃传统的复杂机构,最终解决了减轻方向舵上的气动载荷,减小了脚蹬力。(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 is fixed, the double-lug rocker arm on the crossbeam of the rudder moves along with the rudder and rotates around the rotating shaft of the rudder, the relative position formed by the connecting rod, the double-lug rocker arm and the driving pull rod changes with the position of the rudder when the rudder is in the neutral state, and the driving pull rod drives the 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.)

1. A design method for 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 which is 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 dimensions of R1, R2, R3; the arm lengths of the double-lug rocker arm (2) are respectively a left-lug arm length R1 and a right-lug arm length R2, the arm length of the driving rocker arm is R3, R1 is required to be designed as R3, and the total transmission ratio is n as 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 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 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 bearings;

the eleventh step: the drive 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 design method of the driving mechanism of the follow-up control surface of the airplane rudder according to the claim 1 is characterized in that when the rudder rotates, the position of the strut fixed on the rudder suspension bracket is fixed, and the position of the connecting point of the strut and the connecting rod (1) is fixed relative to the rudder stabilizing surface.

6. The design method of the driving mechanism of the aircraft rudder follow-up control surface according to the claim 1 is 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 airplane rudder follow-up control surface according to the claim 1 is 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.

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 (4) 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 which is 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 dimensions 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 driving rocker arm length is R3, R1 is required to be designed as R3, and the total transmission ratio is n as 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 the 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 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 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,

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 an illustration of a schematic drive machine diagram of an aircraft rudder follower surface;

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 of the aircraft rudder follow-up control surface

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 (4) 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 which is 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 dimensions 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 driving rocker arm length is R3, R1 is required to be designed as R3, and the total transmission ratio is n as 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 the 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 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 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.