CN110356544B

CN110356544B - Airplane side rod control device and airplane with same

Info

Publication number: CN110356544B
Application number: CN201910390019.4A
Authority: CN
Inventors: 许志林; 时绍春
Original assignee: Cetc Wuhu Diamond Aircraft Manufacture Co ltd
Current assignee: Cetc Wuhu Diamond Aircraft Manufacture Co ltd
Priority date: 2019-05-10
Filing date: 2019-05-10
Publication date: 2020-12-08
Anticipated expiration: 2039-05-10
Also published as: CN110356544A

Abstract

The invention discloses an airplane side lever control device which comprises a steering column assembly, a human feeling system, a main equipment box body arranged at a first position and a steering column box body arranged at a second position, wherein the human feeling system is arranged on the main equipment box body, the steering column assembly is arranged on the steering column box body, and the steering column assembly is connected with the human feeling system through a push-pull steel cable. According to the airplane side lever control device, the steering column handle and parts of a human feeling system are respectively arranged in different boxes, so that the arrangement is convenient, and precious cabin space beside a pilot can be saved; moreover, the force and the displacement are transmitted by adopting the flexible push-pull steel cable, so that the arrangement of the installation space and the transmission route is more flexible; the whole system has the advantages of simple structure, strong functionality and wide application range, and can be applied to both parallel cabins and tandem cabins. The invention also discloses an airplane.

Description

Airplane side rod control device and airplane with same

Technical Field

The invention belongs to the technical field of airplane flight control systems, and particularly relates to an airplane side lever control device and an airplane with the same.

Background

The aircraft steering column operating device serves as a pilot hand operating device for operating the longitudinal and roll attitude of the aircraft. With the development of fly-by-wire flight control technology, a pilot control device is not only used for transmitting the control displacement and control force of a pilot, but also no mechanical connection is formed between a steering column and a control surface in a fly-by-wire flight control system, and the aerodynamic moment of the control surface cannot be transmitted to the steering column in a reverse mode, so that the steering column assembly of the fly-by-wire aircraft needs to have the capability of simulating the aerodynamic hinge moment and provide a good human sensing system.

Different aircraft have different requirements for the steering column operating device depending on the difference in cabin size and functional requirements of the aircraft. In the case of the conventional electric drive steering column operating device, since it is necessary to simulate the pneumatic hinge moment and the damping action of the system, a load mechanism and a damper are required to be added to the steering column operating device, which results in a large-sized steering column assembly. For large aircraft, the integrated side-bar layout can be used to integrate the longitudinal/lateral dampers, the longitudinal/lateral load mechanism and the longitudinal/lateral command sensor into one box structure because of the sufficient cabin space. And for the airplane with limited space in a part of the cockpit, a distributed layout is adopted, and the longitudinal/transverse dampers, the longitudinal/transverse load mechanisms and the longitudinal/transverse command sensors are distributed and arranged at different positions on the airplane so as to reasonably utilize the space. The distributed layout reduces the integrity of the system, is not beneficial to system detection and daily maintenance, and can bring larger friction force and operation clearance due to the excessively dispersed transmission lines, thereby having certain influence on the performance of the system.

Particularly, if a fly-by-wire flight control system is required to be adopted for a small airplane, even if all parts of a fly-by-wire steering column assembly are arranged reluctantly, the man-machine efficiency of a cabin is influenced to a certain extent.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides an airplane side rod control device, and aims to facilitate arrangement.

In order to achieve the purpose, the invention adopts the technical scheme that: the airplane side rod control device comprises a steering column assembly, a human feeling system, a main equipment box body arranged at a first position and a steering column box body arranged at a second position, wherein the human feeling system is arranged on the main equipment box body, the steering column assembly is arranged on the steering column box body, and the steering column assembly is connected with the human feeling system through a push-pull steel cable.

The driving rod assembly is at least provided with one driving rod assembly, and the driving rod assembly is connected with the human sensing system through the two push-pull steel cables.

The steering column assembly comprises a handle, a universal joint connected with the handle, a first pull rod and a second pull rod which are rotatably connected with the universal joint, a first rocker arm rotatably connected with the first pull rod and a second rocker arm rotatably connected with the second pull rod, and the first rocker arm and the second rocker arm are respectively connected with one push-pull steel cable.

The universal joint, the first pull rod, the second pull rod, the first rocker arm and the second rocker arm are arranged in the steering column box body.

The human feeling system comprises a longitudinal rocker arm and a transverse rocker arm which are rotatably arranged on the main equipment box body, a longitudinal load mechanism connected with the longitudinal rocker arm, a longitudinal instruction sensor and a longitudinal pull rod, a longitudinal damper connected with the longitudinal pull rod, a transverse load mechanism connected with the transverse rocker arm, a transverse instruction sensor and a transverse pull rod, and a transverse damper connected with the transverse pull rod, wherein the longitudinal rocker arm and the transverse rocker arm are respectively connected with one push-pull steel cable.

The longitudinal loading mechanism is a spring loading mechanism or a hydraulic loading mechanism, and the transverse loading mechanism is a spring loading mechanism or a hydraulic loading mechanism.

The longitudinal command sensor is a linear sensor or an angular displacement sensor, and comprises: the transverse command sensor is a linear sensor or an angular displacement sensor.

The longitudinal damper is an eddy current damper or a hydraulic damper, and the transverse damper is an eddy current damper or a hydraulic damper.

The driving lever assemblies are arranged in two numbers, each driving lever assembly is connected with the longitudinal rocker arm through one of the push-pull steel cables, and each driving lever assembly is connected with the transverse rocker arm through one of the push-pull steel cables.

The invention also provides an airplane which comprises the airplane side rod operating device.

According to the airplane side lever control device, the steering column handle and parts of a human feeling system are respectively arranged in different boxes, so that the arrangement is convenient, and precious cabin space beside a pilot can be saved; moreover, the force and the displacement are transmitted by adopting the flexible push-pull steel cable, so that the arrangement of the installation space and the transmission route is more flexible; the whole system has the advantages of simple structure, strong functionality and wide application range, and can be applied to both parallel cabins and tandem cabins.

Drawings

The description includes the following figures, the contents shown are respectively:

FIG. 1 is a schematic structural view of a sidestick control device for an aircraft according to the present invention;

labeled as: 1. a first handle; 2. a first gimbal inner shaft; 3. a first universal joint outer shaft; 4. a first pull rod; 5. a first rocker arm; 6. a steering column box body; 7. pushing and pulling the steel cable; 8. pushing and pulling the steel cable; 9. a second outer joint shaft; 10. a third pull rod; 11. a third rocker arm; 12. a fourth rocker arm; 13. a longitudinal damper; 14. a transverse rocker arm; 15. a lateral load mechanism; 16. a transverse pull rod; 17. a main equipment box body; 18. a lateral command sensor; 19. a lateral damper; 20. a longitudinal rocker arm; 21. a longitudinal command sensor; 22. a longitudinal tie rod; 23. a longitudinal load mechanism; 24. a fourth pull rod; 25. pushing and pulling the steel cable; 26. pushing and pulling the steel cable; 27. a second handle; 28. a second inner joint shaft; 29. a steering column box body; 30. a second rocker arm; 31. a second pull rod.

Detailed Description

The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.

It should be noted that, in the following embodiments, the terms "first", "second", "third" and "fourth" do not represent absolute differences in structure and/or function, nor represent a sequential execution order, but merely for convenience of description.

As shown in FIG. 1, the present invention provides an airplane side bar control device, which comprises a steering column assembly, a human sensing system, a main equipment box 17 arranged at a first position and a steering column box 6 arranged at a second position, wherein the human sensing system is arranged on the main equipment box 17, the steering column assembly is arranged on the steering column box 6, and the steering column assembly is connected with the human sensing system through a push-pull steel cable.

Specifically, as shown in FIG. 1, the first and second positions are two different positions on the aircraft, with the second position being located in the cockpit of the aircraft. The driving rod assembly is at least provided with one driving rod, the human sensing system is provided with one driving rod, and the driving rod assembly is connected with the human sensing system through two push-pull steel cables.

As shown in fig. 1, the steering column assembly includes a handle, a universal joint connected to the handle, a first pull rod 4 and a second pull rod 31 rotatably connected to the universal joint, a first swing arm 5 rotatably connected to the first pull rod 4, and a second swing arm 30 rotatably connected to the second pull rod 31, wherein the first swing arm 5 and the second swing arm 30 are respectively connected to a push-pull cable. The handle is the driver and holds the part, and the universal joint mainly comprises in the universal joint outer axle and the universal joint that are connected, fixed connection in handle and the universal joint, and the universal joint inner axle rotates with the universal joint outer axle to be connected, and first rocking arm 5 and second rocking arm 30 are rotatable to be set up on steering column box 6 and first rocking arm 5 and second rocking arm 30's rotation center line is parallel with the x axle. The outer axle of universal joint is installed on steering column box 6 through the pivot, and the outer axle of universal joint is rotatable to be set up on steering column box 6, and the axis and the y axle of this pivot are parallel mutually, and the y axle is perpendicular with the x axle, and the y axle is perpendicular mutually with the length direction of handle. One end of a first pull rod 4 is rotatably connected with the inner shaft of the universal joint, the other end of the first pull rod 4 is rotatably connected with a first rocker arm 5, one end of a second pull rod 31 is rotatably connected with the outer shaft of the universal joint, the other end of the second pull rod 31 is rotatably connected with a second rocker arm 30, and the first pull rod 4 is a pull rod assembly with bearings at two ends. The inner universal joint shaft can rotate around the direction of the x axis on the outer universal joint shaft (at the moment, the outer universal joint shaft cannot rotate), the inner universal joint shaft is used for transmitting the force generated when the handle rotates around the x axis to the first pull rod 4, and the first pull rod 4 transmits the force and displacement from the inner universal joint shaft to the first rocker arm 5; the first swing arm 5 is a member for generating a steering force and a displacement, and is attached to a steering column housing 6 through a rotating shaft, and the first swing arm 5 transmits the force and the displacement from the first link 4 to a human sensing system through a push-pull wire rope 7 by a reversing action of the first swing arm 5. The outer shaft of the universal joint is used for transmitting force and displacement generated when the handle rotates around the y axis to the second pull rod 31, the second pull rod 31 transmits the force and the displacement from the outer shaft of the universal joint to the second rocker 30, and the second rocker 30 transmits the force and the displacement from the second pull rod 31 to a human motion detection system through the push-pull steel cable 8.

As shown in fig. 1, the steering column box 6 has a hollow structure, and the universal joint, the first link 4, the second link 31, the first rocker arm 5, and the second rocker arm 30 are provided inside the steering column box 6. The steering column box 6 is used for protecting the internal structure, and special-shaped design can be carried out according to the space state of the installation position. The push-pull steel cable is a flexible component capable of transmitting force and displacement, an outer sleeve of the push-pull steel cable is a protective sleeve, an inner steel cable (or other structures) can slide relatively, and the whole middle structure can be arranged in a curve along with a layout line so as to be convenient to adapt to the positions of the steering column box 6 and the main equipment box 17.

As shown in figure 1, the human motion detection system comprises a longitudinal rocker arm 20 and a transverse rocker arm 14 which are rotatably arranged on a main equipment box body 17, a longitudinal load mechanism 23 connected with the longitudinal rocker arm 20, a longitudinal command sensor 21 and a longitudinal pull rod 22, a longitudinal damper 13 connected with the longitudinal pull rod 22, a transverse load mechanism 15 connected with the transverse rocker arm 14, a transverse command sensor 18 and a transverse pull rod 16, and a transverse damper 19 connected with the transverse pull rod 16, wherein the longitudinal rocker arm 20 and the transverse rocker arm 14 are respectively connected with a push-pull steel cable. The main equipment box body 17 is of a hollow structure, and the longitudinal rocker arm 20, the transverse rocker arm 14, the longitudinal load mechanism 23, the longitudinal command sensor 21, the longitudinal pull rod 22, the longitudinal damper 13, the transverse load mechanism 15, the transverse command sensor 18, the transverse pull rod 16 and the transverse damper 19 are all arranged inside the main equipment box body 17.

As shown in fig. 1, the longitudinal swing arm 20 and the lateral swing arm 14 are rotatably connected to the main apparatus casing 17, and the rotation center line of the longitudinal swing arm 20 is parallel to the rotation center line of the lateral swing arm 14. The first rocker arm 5 is connected with a transverse rocker arm 14 through a push-pull steel cable 7, one end of the push-pull steel cable 7 extends into the interior of the steering column box body 6 to be connected with the first rocker arm 5 in a rotating mode, and the other end of the push-pull steel cable 7 extends into the interior of a main equipment box body 17 to be connected with the transverse rocker arm 14 in a rotating mode; the second rocker arm 30 is connected with the longitudinal rocker arm 20 through the push-pull steel cable 8, one end of the push-pull steel cable 8 extends into the interior of the steering column box 6 to be connected with the second rocker arm 30 in a rotating mode, the other end of the push-pull steel cable 8 extends into the interior of the main equipment box 17 to be connected with the longitudinal rocker arm 20 in a rotating mode, and the two push-

pull steel cables

7 and 8 extend into the main equipment box 17 at the same side of the main equipment box 17.

As shown in fig. 1, the longitudinal rocker arm 20 is used for transmitting force and displacement from the push-pull cable 8 to the longitudinal load mechanism 23, the longitudinal pull rod 22 and the longitudinal command sensor 21, the longitudinal rocker arm 20 is a dual-input three-output rocker arm, and three output ends of the longitudinal rocker arm 20 are respectively connected with the longitudinal command sensor 21, the longitudinal pull rod 22 and the longitudinal load mechanism 23. The longitudinal loading mechanism 23 is a telescopic component, one end of the longitudinal loading mechanism 23 is rotatably connected with the longitudinal rocker arm 20, and the other end of the longitudinal loading mechanism 23 is rotatably connected with the main equipment box 17. The longitudinal loading mechanism 23 is used for simulating the pneumatic hinge moment of the airplane to generate an opposite loading force for a driver, the output force of the longitudinal loading mechanism 23 is in a proportional relation with the displacement generated on the pneumatic hinge moment, the output force of the longitudinal loading mechanism is reversely transmitted to the handle through the longitudinal rocker arm 20, the push-pull steel cable 8 and the like, and the longitudinal loading mechanism 23 can be a spring loading mechanism, a hydraulic loading mechanism or other components capable of generating similar functions. The longitudinal instruction sensor 21 is used for converting a mechanical displacement signal transmitted by the longitudinal rocker arm 20 into an electrical instruction for control law calculation; the longitudinal command sensor 21 may be a linear sensor or an angular displacement sensor. The longitudinal pull rod 22 is used for transmitting force and displacement from the longitudinal rocker arm 20 to the longitudinal damper 13, one end of the longitudinal pull rod 22 is rotatably connected with the longitudinal rocker arm 20, the other end of the longitudinal pull rod 22 is rotatably connected with the longitudinal damper 13, and the longitudinal pull rod 22 is located between the longitudinal loading mechanism 23 and the longitudinal command sensor 21. The longitudinal damper 13 is used to provide damping, providing different damping forces according to different steering rates of the driver. The longitudinal damper 13 is a component that generates a damping force that is related to the input velocity, the greater the damping force provided to avoid the pilot from manipulating the steering column handle too quickly to affect flight safety. The longitudinal damper 13 may be an eddy current damper or a hydraulic damper.

As shown in fig. 1, the transverse rocker 14 is used for transmitting force and displacement from the push-pull cable 7 to the transverse load mechanism 15, the transverse pull rod 16 and the transverse command sensor 18, the transverse rocker 14 is a dual-input three-output rocker, and three output ends of the transverse rocker 14 are respectively connected with the transverse command sensor 18, the transverse pull rod 16 and the transverse load mechanism 15. The transverse load mechanism 15 is a telescopic component, one end of the transverse load mechanism 15 is rotatably connected with the transverse rocker 14, and the other end of the transverse load mechanism 15 is rotatably connected with the main equipment box 17. The transverse loading mechanism 15 is used for simulating the pneumatic hinge moment of the airplane to generate an opposite loading force for a driver, the output force of the transverse loading mechanism is in a proportional relation with the displacement generated on the transverse loading mechanism, the output force of the transverse loading mechanism is reversely transmitted to the handle through the transverse rocker arm 14, the push-pull steel rope 7 and the like, and the transverse loading mechanism 15 can be a spring loading mechanism, a hydraulic loading mechanism or other components capable of generating similar functions. The transverse command sensor 18 is used for converting mechanical displacement signals transmitted by the transverse rocker arm 14 into electrical commands for control law calculation; the lateral command sensor 18 may be a linear sensor or an angular displacement sensor. The transverse tie rod 16 is used for transmitting force and displacement from the transverse rocker 14 to a transverse damper 19, one end of the transverse tie rod 16 is rotatably connected with the transverse rocker 14, the other end of the transverse tie rod 16 is rotatably connected with the transverse damper 19, and the transverse tie rod 16 is positioned between the transverse load mechanism 15 and the transverse command sensor 18. The lateral damper 19 is used to provide damping, providing different damping forces depending on the different steering rates of the driver. The lateral damper 19 is a component that generates a damping force that is related to the input velocity, the greater the damping force provided to avoid the pilot from manipulating the steering column handle too quickly to affect flight safety. The transverse damper 19 may be an eddy current damper or a hydraulic damper.

In the present embodiment, as shown in fig. 1, two steering column assemblies are provided, each steering column assembly being connected to the longitudinal swing arm 20 by a push-pull cable, and each steering column assembly being connected to the lateral swing arm 14 by a push-pull cable. Specifically, the two steering column assemblies have the same structure, and are respectively a first steering column assembly and a second steering column assembly, correspondingly, the two steering column boxes 6 are provided with two steering column boxes 6, the first steering column assembly is arranged on one steering column box 6, the second steering column assembly is arranged on the other steering column box 29, and the two

steering column boxes

6 and 29 are respectively arranged at two second positions.

As shown in fig. 1, the first steering column assembly includes a first handle 1, a first universal joint connected to the first handle 1, a first pull rod 4 and a second pull rod 31 rotatably connected to the first universal joint, a first swing arm 5 rotatably connected to the first pull rod 4, and a second swing arm 30 rotatably connected to the second pull rod 31, the first swing arm 5 is connected to a push-pull cable 7, the second swing arm 30 is connected to a push-pull cable 8, and the first universal joint, the first pull rod 4, the second pull rod 31, the first swing arm 5, and the second swing arm 30 are disposed inside a steering column box 6. The first handle 1 is a hand-held part of a driver, the first universal joint mainly comprises a first universal joint outer shaft 3 and a first universal joint inner shaft 2 which are connected, the first handle 1 is fixedly connected with the first universal joint inner shaft 2, the first universal joint inner shaft 2 is rotatably connected with the first universal joint outer shaft 3, the first rocker arm 5 and the second rocker arm 30 are rotatably arranged on the driving rod box body 6, and the rotating center lines of the first rocker arm 5 and the second rocker arm 30 are parallel to the x axis. The outer axle 3 of first universal joint is installed on steering column box 6 through the pivot, and the outer axle 3 of first universal joint is rotatable to be set up on steering column box 6, and the axis of this pivot is parallel with the y axle, and the y axle is perpendicular with the x axle, and the y axle is perpendicular mutually with the length direction of first handle 1. One end of a first pull rod 4 is rotatably connected with the first universal joint inner shaft 2, the other end of the first pull rod 4 is rotatably connected with a first rocker arm 5, one end of a second pull rod 31 is rotatably connected with the first universal joint outer shaft 3, and the other end of the second pull rod 31 is rotatably connected with a second rocker arm 30. The first inner universal joint shaft 2 can rotate around the outer universal joint shaft in the x-axis direction (at the moment, the outer universal joint shaft cannot rotate), the first inner universal joint shaft 2 is used for transmitting the force generated by the first handle 1 when rotating around the x-axis to the first pull rod 4, and the first pull rod 4 transmits the force and displacement from the first inner universal joint shaft 2 to the first rocker arm 5; the first swing arm 5 is a member for generating a steering force and a displacement, and is attached to a steering column housing 6 through a rotating shaft, and the first swing arm 5 transmits the force and the displacement from the first link 4 to a human sensing system through a push-pull wire rope 7 by a reversing action of the first swing arm 5. The first outer cardan shaft 3 is used for transmitting force and displacement generated when the handle rotates around the y axis to the second pull rod 31, the second pull rod 31 transmits force and displacement from the first outer cardan shaft 3 to the second rocker 30, and the second rocker 30 transmits force and displacement from the second pull rod 31 to a human sensing system through the push-pull steel cable 8.

As shown in fig. 1, the second joystick assembly includes a second handle 27, a second universal joint connected to the second handle 27, a third pull rod 10 and a fourth pull rod 24 rotatably connected to the second universal joint, a third swing arm 11 rotatably connected to the third pull rod 10, and a fourth swing arm 12 rotatably connected to the fourth pull rod 24, the third swing arm 11 is connected to a push-pull cable 26, the fourth swing arm 12 is connected to a push-pull cable 25, and the second universal joint, the third pull rod 10, the fourth pull rod 24, the third swing arm 11, and the fourth swing arm 12 are disposed inside the joystick box 6. The second handle 27 is a hand-held part of a driver, the second universal joint mainly comprises a second universal joint outer shaft 9 and a second universal joint inner shaft 28 which are connected, the second handle 27 is fixedly connected with the second universal joint inner shaft 28, the second universal joint inner shaft 28 is rotatably connected with the second universal joint outer shaft 9, the third rocker arm 11 and the fourth rocker arm 12 are rotatably arranged on the steering column box body 6, and the rotating center lines of the third rocker arm 11 and the fourth rocker arm 12 are parallel to the x axis. The second outer universal joint shaft 9 is mounted on the steering column box 6 through a rotating shaft, the second outer universal joint shaft 9 is rotatably arranged on the steering column box 6, the axis of the rotating shaft is parallel to the y axis, and the y axis is perpendicular to the length direction of the second handle 27. One end of a third pull rod 10 is rotatably connected with a second universal joint inner shaft 28, the other end of the third pull rod 10 is rotatably connected with a third rocker arm 11, one end of a fourth pull rod 24 is rotatably connected with a second universal joint outer shaft 9, and the other end of the fourth pull rod 24 is rotatably connected with a fourth rocker arm 12. The second inner joint shaft 28 can rotate around the outer joint shaft in the x-axis direction (at this time, the outer joint shaft does not rotate), the second inner joint shaft 28 is used for transmitting the force generated by the second handle 27 when rotating around the x-axis to the third pull rod 10, and the third pull rod 10 transmits the force and displacement from the second inner joint shaft 28 to the third rocker arm 11; the third swing arm 11 is a member for generating a steering force and a displacement, and is attached to the steering column housing 6 through a rotating shaft, and the third swing arm 11 transmits the force and the displacement from the third link 10 to the human sensing system through the push-pull wire 26 by the reversing action of the third swing arm 11. The second outer joint shaft 9 is used to transfer the force and displacement of the handle when it is rotated about the y-axis to the fourth pull rod 24, the fourth pull rod 24 transfers the force and displacement from the second outer joint shaft 9 to the fourth swing arm 12, and the fourth swing arm 12 transfers the force and displacement from the fourth pull rod 24 to the human sensory system via the push-pull cable 25. The third rocker arm 11 is connected with the transverse rocker arm 14 through a push-pull steel cable 26, one end of the push-pull steel cable 26 extends into the interior of the steering column box body 6 to be connected with the third rocker arm 11 in a rotating mode, and the other end of the push-pull steel cable 26 extends into the interior of the main equipment box body 17 to be connected with the transverse rocker arm 14 in a rotating mode; the fourth rocker arm 12 is connected with the longitudinal rocker arm 20 through a push-pull steel cable 25, one end of the push-pull steel cable 25 extends into the interior of the steering column box 6 and is rotatably connected with the fourth rocker arm 12, the other end of the push-pull steel cable 25 extends into the interior of the main equipment box 17 and is rotatably connected with the longitudinal rocker arm 20, and the two push-

pull steel cables

25 and 26 extend into the main equipment box 17 at the same side of the main equipment box 17. The first handle 1 and the second handle 27 are respectively used for being held by different drivers, the push-pull steel cable 7 and the push-pull steel cable 26 are connected with the same transverse rocker 14, the push-pull steel cable 8 and the push-pull steel cable 25 are connected with the same longitudinal rocker 20, and linkage of the first handle 1 and the second handle 27 during operation can be realized.

According to the double-rod linkage side lever control device, the handle of the driving lever and the main equipment are respectively arranged in different boxes, and the driving lever box 6 is only provided with the handle and the transmission mechanism, so that the structural size of the driving lever box is miniaturized as much as possible, and the precious space around a driver in a driving cabin is saved; the longitudinal load mechanism 23, the longitudinal damper 13, the longitudinal command sensor 21, the transverse load mechanism 15, the transverse damper 19 and the transverse command sensor 18 are arranged in a main equipment box body 17 in a centralized manner, so that centralized maintenance and inspection are facilitated; meanwhile, the whole box is protected, so that the reliability of the equipment is improved; the two sets of driving lever assemblies share one set of equipment such as a human sensing system, an instruction sensor and the like, so that the cost and the weight of the equipment are reduced, and meanwhile, the two sets of driving lever assemblies can realize mechanical linkage, so that drivers in two driving positions can accurately sense the control information of the other side in real time, and the control intention can be conveniently known; the flexible push-pull steel cable is used between the steering column box and the equipment box to transmit mechanical signals, the length and the installation position flexibility of the steel cable are high, the compatibility to the structural space is high, and the flexible push-pull steel cable can be widely suitable for the requirements of different installation spaces.

The invention also provides an airplane, which comprises the airplane side rod control device with the structure. The specific structure of the airplane side bar control device can be seen in fig. 1, and is not described in detail herein. Since the aircraft of the present invention includes the sidestick steering arrangement of the above-described embodiment, it has all the advantages of the sidestick steering arrangement described above.

The invention is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the invention are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the invention; the present invention is not limited to the above embodiments, and can be modified in various ways.

Claims

1. Aircraft side lever controlling means including steering column assembly and people system of feeling, its characterized in that: the human body sensing system comprises a main equipment box body arranged at a first position and a driving rod box body arranged at a second position, wherein the human body sensing system is arranged on the main equipment box body, the driving rod assembly is arranged on the driving rod box body, and the driving rod assembly is connected with the human body sensing system through a push-pull steel cable;

2. An aircraft sidestick steering arrangement according to claim 1 and further characterized by: the driving rod assembly is at least provided with one driving rod assembly, and the driving rod assembly is connected with the human sensing system through the two push-pull steel cables.

3. An aircraft sidestick steering arrangement according to claim 1 and further characterized by: the steering column assembly comprises a handle, a universal joint connected with the handle, a first pull rod and a second pull rod which are rotatably connected with the universal joint, a first rocker arm rotatably connected with the first pull rod and a second rocker arm rotatably connected with the second pull rod, and the first rocker arm and the second rocker arm are respectively connected with one push-pull steel cable.

4. An aircraft sidestick steering arrangement according to claim 3 and further characterized in that: the universal joint, the first pull rod, the second pull rod, the first rocker arm and the second rocker arm are arranged in the steering column box body.

5. An aircraft sidestick steering arrangement according to any one of claims 1 to 4 and characterised in that: the longitudinal rocker arm is used for transmitting force and displacement from the push-pull steel cable to the longitudinal load mechanism, the longitudinal pull rod and the longitudinal instruction sensor, the longitudinal rocker arm is a double-input and three-output rocker arm, and three output ends of the longitudinal rocker arm are respectively connected with the longitudinal instruction sensor, the longitudinal pull rod and the longitudinal load mechanism; the longitudinal pull rod is used for transmitting force and displacement from the longitudinal rocker arm to the longitudinal damper, one end of the longitudinal pull rod is rotatably connected with the longitudinal rocker arm, the other end of the longitudinal pull rod is rotatably connected with the longitudinal damper, the longitudinal pull rod is located between the longitudinal loading mechanism and the longitudinal command sensor, and the longitudinal damper is used for providing damping.

6. An aircraft sidestick steering arrangement according to any one of claims 1 to 4 and characterised in that: the longitudinal loading mechanism is a spring loading mechanism or a hydraulic loading mechanism, and the transverse loading mechanism is a spring loading mechanism or a hydraulic loading mechanism.

7. An aircraft sidestick steering arrangement according to claim 5 and wherein: the longitudinal command sensor is a linear sensor or an angular displacement sensor, and the transverse command sensor is a linear sensor or an angular displacement sensor.

8. An aircraft sidestick steering arrangement according to claim 5 and wherein: the longitudinal damper is an eddy current damper or a hydraulic damper, and the transverse damper is an eddy current damper or a hydraulic damper.

9. An aircraft sidestick steering arrangement according to any one of claims 1 to 4 and characterised in that: the driving lever assemblies are arranged in two numbers, each driving lever assembly is connected with the longitudinal rocker arm through one of the push-pull steel cables, and each driving lever assembly is connected with the transverse rocker arm through one of the push-pull steel cables.

10. An aircraft, characterized by: comprising an aircraft sidestick steering arrangement according to any one of claims 1 to 9.