CN110758750B - Transmission mechanism for manual and automatic switching of airplane accelerator - Google Patents
Transmission mechanism for manual and automatic switching of airplane accelerator Download PDFInfo
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- CN110758750B CN110758750B CN201911166813.7A CN201911166813A CN110758750B CN 110758750 B CN110758750 B CN 110758750B CN 201911166813 A CN201911166813 A CN 201911166813A CN 110758750 B CN110758750 B CN 110758750B
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- pulley
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- accelerator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control; Arrangement thereof
- B64D31/14—Transmitting means between initiating means and power plants
Abstract
The invention belongs to the field of aerospace transmission systems, and discloses a transmission mechanism for manual and automatic switching of an aircraft accelerator. When the system is normal and powered on, an electric suction head in the electric push rod unit moves rightwards to suck the connector, and then drives the reset block to move to the leftmost side of the trapezoidal groove, so that the support has freedom degrees in the vertical direction, and the rotation of the operating rod is converted into the vertical movement of the support, thereby ensuring the maneuverability of the operating rod; when the system is abnormal or the mechanism is powered off, the electric sucker loses suction force, the reset block moves to the rightmost side of the trapezoidal groove under the action of the spring to limit the support to move up and down, and when the operating rod is operated, the accelerator rod is directly driven to rotate through the steel cable and the pulley, so that the accelerator is manually controlled. By the invention, the reliability of the accelerator control system is improved, the response characteristic of the accelerator is improved, and the accelerator control hand feeling of a driver is improved.
Description
Technical Field
The invention belongs to the field of aerospace transmission systems, and particularly relates to a transmission mechanism for manual and automatic switching of an aircraft accelerator.
Background
The throttle of some airplanes is directly operated by a steel cable, namely, an operating lever is connected with the throttle of each engine through an independent annular steel cable, and when a driver pushes and pulls the operating lever, the linkage of the throttle of the engine and the operating lever is realized by pulling the annular steel cable.
The problems of the existing operation mode are as follows: the annular steel cable is required to be pre-tensioned and run in a zigzag channel, and repeated bending during pulling operation is easy to cause fatigue fracture; the resistance and the hand feeling of the operating rod are greatly changed; throttle response is insensitive. If the telex operation is directly adopted without the steel cable, once the telex system fails, for example: the opening degree of the accelerator cannot be controlled due to controller faults, poor connection, communication faults, power supply faults and the like, and a driver cannot control the engine, so that great potential safety hazards exist.
Disclosure of Invention
Aiming at the defects or improvement requirements of the prior art, the invention provides a transmission mechanism for manually and automatically switching the accelerator of an airplane, which ensures the maneuverability of an operating lever and keeps the operating feeling of the operating lever in a power-on state when the transmission mechanism is connected into an accelerator control system of the airplane through the layout of the whole structure and the ingenious design of key components, and directly transmits the rotation of the operating lever to the accelerator in a power-off state to realize the manual control of the accelerator without causing burden on the accelerator control system of the airplane and realize the free switching of the manual state and the automatic state of the accelerator control system.
In order to achieve the above object, according to the present invention, there is provided a transmission mechanism for manual and automatic switching of an aircraft throttle, the transmission mechanism comprising a base, and a bracket, an electric push rod unit, a reset unit, a pulley unit and a disc brake unit arranged on the base, wherein:
the support, the electric push rod unit and the reset unit are all arranged on the front surface of the base, the pulley unit and the disc brake unit are arranged on the back surface of the base, the front surface of the base is provided with a first sliding groove and a second sliding groove, the support is arranged in the first sliding groove, the front surface of the support is provided with a trapezoidal groove, the back surface of the support is provided with a sliding rail, and the sliding rail is matched with the second sliding groove;
the electric push rod unit is opposite to the reset unit, the reset unit comprises a reset block, a connector and a spring, the reset block is matched with the trapezoidal groove and used for limiting the freedom degree of the support in the vertical direction, and the reset block is connected with the spring through the connector;
the pulley unit comprises a pulley and a steel cable, the pulley comprises a guy rope pulley and a guide pulley, the guy rope pulley is arranged in the longitudinal direction, the guide pulley is arranged in the transverse direction, and the steel cable is used for connecting an operating rod and a pulley which are arranged in front of the transmission mechanism with an accelerator rod which is arranged behind the transmission mechanism;
the disc brake unit is arranged on the guide pulley and used for limiting the rotation of the guide pulley in a power-on state;
when the electric push rod unit is powered on, the electric suction head on the electric push rod unit has electric suction force, the electric suction head moves forwards to suck the connecting head, then the connecting head drives the reset block to move towards one side of the electric push rod unit until the reset block moves to the leftmost side of the trapezoidal groove, so that the support has freedom degree in the vertical direction, the disc brake unit limits the movement of the guide pulley, and when the operating rod is operated, the movement applied to the operating rod is converted into the vertical movement of the support, so that the maneuverability of the operating rod in the powered state is ensured;
when the electric push rod unit is in a power-off state, the reset block is positioned on one side, close to the spring, of the trapezoidal groove, so that the support is limited to move up and down, and when the operating rod is operated, the rotating angle of the operating rod is transmitted to the throttle lever through the steel cable and the pulley, and the throttle is manually controlled.
Further preferably, the reset block comprises a transverse long handle and a longitudinal trapezoidal block, the transverse long handle is matched with the guide rail on the base, and the long handle moves left and right along the guide rail to drive the longitudinal trapezoidal block to move left and right in the trapezoidal groove.
Further preferably, the cross section of the trapezoid block is a trapezoid, the length of the upper top edge of the trapezoid is equal to the length of the upper top edge of the trapezoid groove, and the included angle between the waist and the lower bottom edge of the trapezoid is equal to the included angle between the waist and the lower bottom surface of the trapezoid groove.
Further preferably, a convex column is arranged on the upper part and the lower part of the bracket, and the guy pulley is arranged on the convex column.
Further preferably, the guide pulley is a double-chute pulley, and the guy cable pulley is a single-chute pulley.
Further preferably, the wire rope comprises two wire ropes, which are fed in from the left guide pulley and fed out from the right guide pulley.
Further preferably, the spring adopts a constant force spring, provides constant pulling force when stretching out and drawing back, and pulls the reset block to the rightmost end of the trapezoidal groove when power is off.
In general, compared with the prior art, the above technical solution contemplated by the present invention can achieve the following beneficial effects:
1. according to the transmission mechanism provided by the invention, in the telex mode, the steel cable driven by the operating rod only causes the movement of the tensioning pulley frame and does not influence the opening degree of the accelerator, and the force applied to the operating rod is released through the up-and-down movement of the bracket, so that the operating hand feeling of the operating rod under the power-on condition is ensured, and at the moment, the opening degree of the accelerator is controlled by other electric drive modules; when the fly-by-wire system of the airplane fails, the transmission mechanism provided by the invention is automatically switched to a manual mechanical control mode, the operating lever directly controls the throttle opening through the steel cable, so that the potential safety hazard that the airplane cannot be continuously controlled when the fly-by-wire system fails is eliminated, the service life of the steel cable is prolonged, the driving hand feeling is improved, and the response characteristic of the throttle is improved;
2. according to the transmission mechanism provided by the invention, the operating lever drives the bracket to move when the telex control is used, the steel cable only moves in the guy cable mechanism part, the bracket resets when the mechanical control is switched, the operating lever directly controls the throttle opening, the operating lever is aligned with the throttle phase before and after the switching, and the throttle position does not shake obviously during the switching;
3. according to the transmission mechanism provided by the invention, during mechanical control, left and right brakes are released, the resistance at the moment comes from the mechanical transmission resistance of the original system, and during telex control, the right disc brake is locked, and the left disc brake provides resistance, so that the driving hand feeling is not changed after conversion.
Drawings
FIG. 1 is a schematic illustration of a transmission constructed in accordance with a preferred embodiment of the present invention;
FIG. 2 is a schematic rear view of a drive mechanism constructed in accordance with a preferred embodiment of the present invention;
FIG. 3 is a schematic diagram of a base constructed in accordance with a preferred embodiment of the present invention;
FIG. 4 is a schematic structural view of a stent constructed in accordance with a preferred embodiment of the present invention;
fig. 5 is a schematic diagram of a reset block constructed in accordance with a preferred embodiment of the present invention;
fig. 6 is a schematic structural view of an electric putter unit constructed in accordance with a preferred embodiment of the present invention.
The same reference numbers will be used throughout the drawings to refer to the same or like elements or structures, wherein:
1-bracket, 2-spring, 3-reset block, 4-base, 5-connector, 6-electric push rod unit, 7-guy cable pulley, 8-guide pulley, 9-disc brake unit, 10-steel cable, 11-convex column, 12-slide rail, 13-trapezoidal groove, 31-trapezoidal block, 32-long handle, 41-lifting lug, 42-protrusion, 43-guide rail, 44-second chute, 45-first chute and 61-electric suction head.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
As shown in figures 1 and 2, the transmission mechanism for manual and automatic switching of the accelerator of the airplane comprises a base 4, a support 1, an electric push rod unit 6, a reset unit, a pulley unit and a disc brake unit 9, wherein the support 1, the electric push rod unit 6 and the reset unit are arranged on the base, the pulley unit and the disc brake unit 9 are arranged on the back of the base, and the electric push rod unit 6 and the reset unit are arranged on the front of the base 4.
As shown in fig. 3, the front surface of the base 4 is provided with a first chute 45 and a second chute 44, the support 1 is arranged in the first chute 45, the front surface of the support 1 is provided with a trapezoidal groove 13, the back surface is provided with a slide rail 12, the slide rail 12 is matched with the second chute 44, the base is transversely provided with a guide rail 43, the upper long handle 32 of the reset block can do linear motion in the guide rail 43, the right end of the base 4 is provided with a base lifting lug 41 which is fixedly connected with the tail part of the outer cylinder in the electric push rod unit 6 through a bolt, the front surface of the base is provided with two base cylindrical protrusions 42, the left and right guide pulleys 8 are sleeved on the base cylindrical protrusions 42, and the positions of the left and right guide pulleys 8 are fixed by two elastic retaining rings for shafts.
As shown in fig. 4, the front of the bracket 1 has two convex columns 11, the upper and lower guy pulleys 7 are sleeved on the convex columns 11 of the tension pulley frame, and the positions of the upper and lower guy pulleys 7 are fixed by two shafts with elastic retainer rings, so that the upper and lower guy pulleys can rotate and can not slide along the axial direction. A cuboid slide rail 12 is arranged between the two tensioning pulley yoke cylindrical convex columns 11 and can perform linear motion in the second sliding groove 44, and a trapezoidal groove 13 is arranged on the back surface, so that the reset block can perform plane motion with a limited range.
As shown in fig. 5, the reset unit comprises a reset block 3, a connecting head and a spring, wherein the reset block 3 comprises a transverse long handle 32 and a longitudinal trapezoidal block 31, the transverse long handle 32 is matched with a guide rail 43 on the base, and the long handle 32 moves left and right along the guide rail 43 to drive the longitudinal trapezoidal block 31 to move left and right in the trapezoidal groove 13.
As shown in fig. 6, the electric putter unit includes an electric putter and an electric suction head 61, wherein, the electric putter includes an electric putter support, an outer cylinder, an inner cylinder, a cylinder body and a connector, the support of the electric putter is fixedly connected to the back of the base through a bolt, the tail of the outer cylinder of the electric putter is connected to the lifting lug 41 of the base through a bolt, the cylinder body passes through the support to play a fixing role, the head of the inner cylinder of the electric putter is connected to the connector of the electric putter through a bolt, the connector of the electric putter is fixedly connected to the electric suction head, wherein the electric putter is required to be retractable, the electric suction head is driven by a direct current brush motor, and the.
The dish of the unit 9 that brakes of dish is stopped the piece and is linked firmly through bolt and guide pulley, and the dish is stopped unit 9 and is linked firmly in base 4 to keep relative position unchangeable with the dish piece of braking, the required rope of dish is stopped and is linked into through the fixed guide pulley in 4 backs of base, because the throttle control lever stroke is generally less than 90 degrees, so the dish is stopped the piece design and can be for 120 degrees fan-shapedly.
The steel cable 10 is an annular steel cable, one steel cable starts from left to right from an operating lever arranged at the front end of the transmission mechanism, passes through an inner chute below the left guide pulley 8, then winds to a chute of the upper guy cable pulley 7, then winds to an inner chute below the right guide pulley 8, and then is connected to the throttle lever arranged at the rear end of the transmission mechanism, the other steel cable is routed in a manner symmetrical to that of the steel cable, and returns to the throttle lever through the operating lever, so that a cycle is formed.
The working principle of the present invention is described below, specifically as follows:
in a normal operating mode: in the mode, an accelerator of an airplane is in an electric transmission control mode, the transmission mechanism provided by the invention has the function of keeping the operability of an operating rod, namely keeping the operating hand feeling of the operating rod, specifically, the electric push rod unit 6 is electrified to move rightwards and extend out to the maximum, an electric suction head sucks the connector 5 and then drives the connector 5 and the reset block 3 to contract to the leftmost, at the moment, the support has the freedom degree from top to bottom, a right disc brake in the disc brake unit locks a guide pulley on the right side, and a left disc brake applies certain resistance to the guide pulley on the left side. When the operating rod is operated, the steel cable on the right side of the mechanism can not move along with the operating rod, the support can only be driven to move up and down, and the resistance generated by the left disc brake is used for providing the hand feeling of the operating rod. Therefore, most of the steel cables in the accelerator operating system do not move any more, so that fatigue damage caused by repeated bending is avoided, and the service life of the steel cables is prolonged.
In the abnormal or power-off state of the system: in this state, when the electric transmission system is powered off, the electric suction head loses attraction, the spring pulls the reset block back to the rightmost end of the trapezoidal groove 13, the bracket does not have the freedom degree of up-and-down movement, and the pulley on the bracket becomes a fixed pulley.
Because the control lever drives the bracket 1 to move when the telex control is used, the steel cable 10 only moves at the part of the cable stretching mechanism, and is converted into an electric signal by the front module, and the electric signal is transmitted to the rear module through the communication bus and then transmitted to the driving module to control the throttle opening, when the mechanical control is switched, the tensioning pulley frame 1 resets, the steel cable 10 is tensioned, the control lever directly controls the throttle opening, and the control lever is aligned with the throttle phase position when the two kinds of control are realized, and the shake can not occur. It should be noted that, in the mechanical control, both the left and right brakes are released, and the resistance comes from the inside of the machine. During the telex control, the right braking is locked, and the half pressure of left braking provides the resistance to guarantee the same under two kinds of controls and control the feeling.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (7)
1. The utility model provides a manual and automatic switching's of aircraft throttle drive mechanism, its characterized in that, this drive mechanism includes base (4) and support (1), electric putter unit (6), the unit that resets, pulley unit and dish that sets up on this base unit (9) of stopping, wherein:
the support (1), the electric push rod unit (6) and the reset unit are all arranged on the front surface of the base (4), the pulley unit and the disc brake unit (9) are arranged on the back surface of the base, a first sliding groove (45) and a second sliding groove (44) are arranged on the front surface of the base (4), the support (1) is arranged in the first sliding groove (45), a trapezoidal groove (13) is arranged on the front surface of the support (1), a sliding rail (12) is arranged on the back surface of the support, and the sliding rail is matched with the second sliding groove (44);
the electric push rod unit (6) is opposite to the reset unit, the reset unit comprises a reset block (3), a connector (5) and a spring (2), the reset block (3) is matched with the trapezoidal groove (13) and used for limiting the freedom degree of the support (1) in the vertical direction, and the reset block (3) is connected with the spring (2) through the connector (5);
the pulley unit comprises pulleys and a steel cable (10), the pulleys comprise an guy pulley (7) and a guide pulley (8), the guy pulley (7) is arranged in the longitudinal direction, the guide pulley (8) is arranged in the transverse direction, and the steel cable (10) is used for connecting an operating rod and a pulley which are arranged in front of the transmission mechanism with an accelerator rod which is arranged behind the transmission mechanism;
the disc brake unit (9) is arranged on the guide pulley (8) and used for limiting the rotation of the guide pulley in the electrified state;
when the electric push rod unit (6) is powered on, an electric suction head on the electric push rod unit has electric suction force, the electric suction head moves forwards to suck the connector (5), then the connector (5) drives the reset block (3) to move towards one side of the electric push rod unit (6) until the reset block (3) moves to the leftmost side of the trapezoidal groove (13), so that the support (1) has freedom degrees in the vertical direction, the disc brake unit (9) limits the movement of the guide pulley (8), and when the operating rod is operated, the movement of the operating rod is converted into the vertical movement of the support, so that the maneuverability of the operating rod under the power-on state is ensured;
when electric putter unit (6) are in under the outage state, reset block (3) are in be close to one side of spring in trapezoidal recess (13) with this restriction support (1) up-and-down motion, when the action bars was operated, through cable wire and pulley direct drive throttle lever rotate, realize the manual control throttle.
2. An aircraft throttle manual and automatic switching transmission mechanism as claimed in claim 1, characterized in that said reset block (3) comprises a transverse long handle (32) and a longitudinal trapezoidal block (31), said transverse long handle (32) is matched with a guide rail (43) on said base, said long handle moves left and right along said guide rail, and said longitudinal trapezoidal block (31) is driven to move left and right in said trapezoidal groove.
3. The transmission mechanism for manual and automatic switching of the accelerator of an aircraft as claimed in claim 2, characterized in that the cross section of the trapezoidal block (31) is trapezoidal, the length of the upper top edge of the trapezoid is equal to the length of the upper top edge of the trapezoidal groove (13), and the included angle between the waist and the lower bottom edge of the trapezoid is equal to the included angle between the waist and the lower bottom surface of the trapezoidal groove (13).
4. The transmission mechanism for manual and automatic switching of the airplane throttle as claimed in claim 1, characterized in that a convex column (11) is arranged on the upper and lower sides of the bracket (1), and the guy pulley (7) is arranged on the convex column.
5. The transmission mechanism for manual and automatic switching of the accelerator of an aircraft according to claim 1, characterized in that the guide pulley (8) is a double-chute pulley and the guy pulley (7) is a single-chute pulley.
6. An aircraft throttle manual and automatic transmission as claimed in claim 1, characterized in that said cable (10) comprises two cables, input from the left guide pulley and output from the right guide pulley.
7. The transmission mechanism for manual and automatic switching of the accelerator of an airplane as claimed in claim 1, wherein the spring (2) is a constant force spring, provides constant pulling force when expanding and contracting, and pulls the reset block to the rightmost end of the trapezoidal groove when power is off.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911166813.7A CN110758750B (en) | 2019-11-25 | 2019-11-25 | Transmission mechanism for manual and automatic switching of airplane accelerator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911166813.7A CN110758750B (en) | 2019-11-25 | 2019-11-25 | Transmission mechanism for manual and automatic switching of airplane accelerator |
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| Publication Number | Publication Date |
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| CN110758750A CN110758750A (en) | 2020-02-07 |
| CN110758750B true CN110758750B (en) | 2021-05-18 |
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| CN201911166813.7A Active CN110758750B (en) | 2019-11-25 | 2019-11-25 | Transmission mechanism for manual and automatic switching of airplane accelerator |
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Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111568332B (en) * | 2020-05-29 | 2021-07-23 | 珠海格力电器股份有限公司 | Transmission mechanism and dish washing machine |
| CN112173135B (en) * | 2020-09-25 | 2023-04-11 | 中国直升机设计研究所 | Linear thickening steel cable control structure and control method |
| CN115057002B (en) * | 2022-08-11 | 2022-11-01 | 北京天创凯睿科技有限公司 | Automatic following measuring device for automatic accelerator of airplane |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1984001446A1 (en) * | 1982-09-30 | 1984-04-12 | Boeing Co | Modular multi-engine thrust control assembly |
| GB8801951D0 (en) * | 1988-01-29 | 1988-02-24 | British Aerospace | Control apparatus |
| RU1707896C (en) * | 1990-04-06 | 1995-02-09 | Авиационный комплекс им.С.В.Ильюшина | Aircraft engine control system |
| CN2609791Y (en) * | 2003-03-03 | 2004-04-07 | 江仕富 | Accelerator motor-driven control device |
| FR2903660B1 (en) * | 2006-07-12 | 2009-06-12 | Airbus France Sas | ELECTRICAL FLIGHT CONTROL SYSTEM FOR AIRCRAFT AND SEAT INCORPORATING THE SAME |
| CN201046701Y (en) * | 2007-06-21 | 2008-04-16 | 李吉伟 | Automobile throttle miss-stepping emergency switching brake apparatus |
| CN202402144U (en) * | 2011-12-27 | 2012-08-29 | 陕西飞机工业（集团）有限公司 | Engine throttle operating device |
| FR3016488B1 (en) * | 2014-01-14 | 2016-02-12 | Ratier Figeac Soc | METHOD AND DEVICE FOR CONTROLLING A LEVER OF MANEUVER OF A VEHICLE |
| CN204021255U (en) * | 2014-07-01 | 2014-12-17 | 上海航空机械有限公司 | Mechanical backup power control platform |
| CN105035331B (en) * | 2015-08-18 | 2017-04-26 | 江西洪都航空工业集团有限责任公司 | Soft trainer engine control system clutch device |
| CN105416598B (en) * | 2015-12-04 | 2017-04-26 | 贵州华阳电工有限公司 | Accelerator console control mechanism |
| CN208842636U (en) * | 2018-06-01 | 2019-05-10 | 中航工程集成设备有限公司 | A kind of throttle lever transmission mechanism |
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2019
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