CN211618101U

CN211618101U - Aircraft accelerator platform control force regulator

Info

Publication number: CN211618101U
Application number: CN201921966719.5U
Authority: CN
Inventors: 赵斐
Original assignee: Beijing Baolima Measurement And Control Technology Co ltd
Current assignee: Beijing Baolima Measurement And Control Technology Co ltd
Priority date: 2019-11-14
Filing date: 2019-11-14
Publication date: 2020-10-02
Anticipated expiration: 2029-11-14

Abstract

The utility model discloses an aircraft throttle platform control force regulator, which comprises a regulating component, a spring flexible shaft, a pre-tightening component and a shell, wherein the regulating component is connected with the pre-tightening component through the spring flexible shaft; the pre-tightening assembly comprises a first gear, a second gear, an X-shaped support, a pressing plate, an upper friction disc, a pre-tightening gear, a lower base, a first locking nut, a first disc spring and a second disc spring; the spring flexible shaft is fixed on the first gear, and the two nuts are arranged on a central shaft of the second gear; the two inclined rods of the X-shaped support are hinged at the intersection point of the middle parts, the pre-tightening gear is sleeved on the upper part of the upper friction disc, and the upper surface of the pre-tightening gear is in friction contact with the upper friction disc; the lower base fixed on the shell is sleeved on the upper friction disc. The utility model provides an aircraft throttle platform operating force regulator, not only structural design is reasonable, and it is very convenient to use, and stability is good, the good reliability, light in weight, longe-lived moreover.

Description

Aircraft accelerator platform control force regulator

Technical Field

The utility model relates to the technical field of machinery, concretely relates to aircraft throttle platform control force regulator.

Background

At present, most airplane throttle platforms adopt mechanical connection actuating mechanisms (connection loads), and after a novel airplane adopts full-electric control, the mechanical connection is cancelled, an electric signal is output, the load is lost, and a simulation load needs to be added. Most of the accelerator platforms adopt electromechanical, electromagnetic and hydraulic control (load simulation), and have the disadvantages of heavy weight, high energy consumption and large influence of environmental temperature.

SUMMERY OF THE UTILITY MODEL

Therefore, the utility model provides an aircraft throttle platform control force regulator to solve among the prior art aircraft throttle platform weight big, the energy consumption is high, receives the big problem of ambient temperature influence.

In order to achieve the above object, the present invention provides the following technical solutions:

the utility model provides an aircraft throttle platform control force regulator, which comprises a regulating component, a spring flexible shaft, a pre-tightening component and a shell, wherein the pre-tightening component is arranged in the shell; the adjusting assembly is connected with the pre-tightening assembly through the spring flexible shaft and is used for adjusting the rotation angle of the spring flexible shaft;

the pre-tightening assembly comprises a first gear, a second gear, an X-shaped support, a pressing plate, an upper friction disc, a pre-tightening gear, a lower base, a first locking nut, a first disc spring and a second disc spring;

the spring flexible shaft is fixed on a first gear, the first gear is meshed with a second gear, and two ends of a central shaft of the second gear are fixed on the shell and are in rotating connection with the shell; a T-shaped thread is arranged on a central shaft of the second gear, two nuts are arranged on the central shaft of the second gear and are in threaded connection with the central shaft of the second gear, the second gear rotates, and the distance between the two nuts is increased or decreased;

the pressing plate is provided with a fixed block and a sliding block, the fixed block is fixedly connected with the pressing plate, and the sliding block is connected with the pressing plate in a sliding manner; the two inclined rods of the X-shaped support are hinged at the intersection point of the middle part, one end of each inclined rod of the X-shaped support is hinged with the two nuts, the other end of each inclined rod of the X-shaped support is hinged with the fixed block and the sliding block correspondingly, and the pressure plate moves along the direction vertical to the central shaft of the second gear due to the change of the distance between the two nuts;

the pre-tightening gear is connected with the throttle lever and moves along with the movement of the throttle lever; the pre-tightening gear is sleeved on the upper part of the upper friction disc, the upper surface of the pre-tightening gear is in friction contact with the upper friction disc, and the pre-tightening gear is rotationally connected with the upper friction disc; the lower base fixed on the shell is sleeved on the upper friction disc, the lower base is positioned below the pre-tightening gear, and the upper surface of the lower base is in friction contact with the upper surface of the pre-tightening gear; a first locking nut and a first disc spring are sleeved at the lower part of the upper friction disc, and the first locking nut applies pressure to the pre-tightening gear by compressing the first disc spring;

the pressing plate is mounted on the upper friction disc, a second disc spring is arranged between the pressing plate and the upper friction disc, the pressing plate moves and presses the upper friction disc, and the upper friction disc presses the pre-tightening gear.

Preferably, the adjusting assembly comprises a force adjusting knob, a mounting seat, a joint and a second locking nut, the force adjusting knob is fixedly mounted on the mounting seat, one end of the joint is embedded in the mounting seat, and the joint is rotatably connected with the mounting seat; one end of the spring flexible shaft is embedded and fixed in the mounting seat, and the joint in the mounting seat is rotatably connected with the spring flexible shaft;

and a second locking nut in the mounting seat is sleeved on the joint, and the outer side surface of the second locking nut is attached to the inner surface of the mounting seat.

Preferably, the adjusting assembly further comprises a first friction ring, the first friction ring is sleeved on the joint, the upper surface of the first friction ring is in friction contact with the mounting seat, the lower surface of the first friction ring is in friction contact with the second locking nut, and the first friction ring is pressed against the mounting seat by adjusting the second locking nut.

Preferably, the adjusting assembly further comprises a second friction ring, the second friction ring is located above the mounting seat, the second friction ring is sleeved on the joint, and the bottom surface of the second friction ring is in friction contact with the mounting seat.

Preferably, the pretensioning assembly further comprises a thrust rolling cone bearing, the thrust rolling cone bearing is sleeved on the upper friction disc, and the thrust rolling cone bearing is located between the first disc spring and the first lock nut.

Preferably, the pretensioning assembly further comprises a copper shaft sleeve, and two ends of the central shaft of the second gear are respectively rotatably connected with the shell through the copper shaft sleeve.

Preferably, the pretensioning assembly further comprises a locking screw mounted to the first locking nut for varying a partial pitch of the first locking nut.

Preferably, the rotation angle of the spring flexible shaft is 0-330 degrees.

Preferably, the friction surface of the pre-tightening gear is sprayed with a ceramic coating.

Preferably, the pre-tensioning gear is rotationally connected with the upper friction disc through a shaft sleeve.

The utility model has the advantages of as follows:

the utility model provides an aircraft throttle platform control force regulator, its friction is vice for the contact friction, changes the size with pretension gear output torque through the size that changes the vice normal pressure of friction, realizes the regulation of throttle lever control force, and not only structural design is reasonable, and it is very convenient to use, and stability is good moreover, good reliability, light in weight, longe-lived.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It should be apparent that the drawings in the following description are merely exemplary, and that other embodiments can be derived from the drawings provided by those of ordinary skill in the art without inventive effort.

The structure, ratio, size and the like shown in the present specification are only used for matching with the content disclosed in the specification, so as to be known and read by people familiar with the technology, and are not used for limiting the limit conditions which can be implemented by the present invention, so that the present invention has no technical essential significance, and any structure modification, ratio relationship change or size adjustment should still fall within the scope covered by the technical content disclosed by the present invention without affecting the efficacy and the achievable purpose of the present invention.

Fig. 1 is a schematic structural diagram of an aircraft throttle control force regulator according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of an adjusting assembly of an aircraft throttle control valve regulator according to an embodiment of the present invention;

FIG. 3 is a cross-sectional view of FIG. 2;

fig. 4 is a schematic structural diagram of a pretensioning assembly of an aircraft throttle stand maneuvering regulator according to an embodiment of the present invention;

fig. 5 is a schematic view of a connection structure of a pre-tightening gear of an aircraft throttle control force regulator according to an embodiment of the present invention;

fig. 6 is a front view of a connection structure of a pre-tightening gear of an aircraft throttle control force regulator according to an embodiment of the present invention;

FIG. 7 is a cross-sectional view of FIG. 6;

fig. 8 is a schematic view illustrating a connection structure between a pressure plate and an upper friction disc of an aircraft throttle control actuator according to an embodiment of the present invention;

in the figure: 1. an adjustment assembly; 111. a force adjusting knob; 112. a mounting seat; 113. a joint; 114. A second lock nut; 115. a first friction ring; 116. a second friction ring; 2. a spring flexible shaft; 311. a first gear; 312. a second gear; 313. an X-shaped bracket; 314. pressing a plate; 315. An upper friction disc; 316. pre-tightening the gear; 317. a lower base; 318. a first lock nut; 319. a first disc spring; 320. a second disc spring; 321. a nut; 322. a slider; 323. a thrust rolling cone bearing; 324. a fixed block; 325. a shaft sleeve; 4. a housing.

Detailed Description

The present invention is described in terms of specific embodiments, and other advantages and benefits of the present invention will become apparent to those skilled in the art from the following disclosure. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

Example 1

As shown in fig. 1 to 8, the present embodiment provides an aircraft throttle stand control force regulator, which includes a regulating assembly 1, a flexible spring shaft 2, a pre-tightening assembly and a housing 4, wherein the pre-tightening assembly is disposed in the housing 4; the adjusting component 1 is connected with the pre-tightening component through the spring flexible shaft 2, and the adjusting component 1 is used for adjusting the rotation angle of the spring flexible shaft 2.

The aircraft throttle stand operating force regulator is mounted on the TCQ and regulates the operating force of the throttle stick, wherein the operating force of the throttle stick includes a basic operating force and a damping force, that is, the operating force of the throttle stick is formed by superposing the basic operating force and the damping force. The throttle lever operating force when the force adjusting knob 111 of the TCQ table is located at the minimum position is the basic operating force, the setting is finished when the throttle lever is delivered from a factory, and the external field cannot be adjusted; the damping force is an operation force of the throttle lever excluding the base operation force when the force adjustment knob 111 is located at a certain position, and is used for realizing adjustment of the operation force of the throttle lever. Meanwhile, the single set of airplane throttle platform control force regulator comprises a left throttle platform control force regulator and a right throttle platform control force regulator which are completely independent respectively, so that the control force of the left throttle lever and the right throttle lever is regulated. The weight of a single set of aircraft throttle stand operating force regulators is no more than 1.3Kg, which greatly reduces the weight of the operating force regulators. At the same time, the user can select the desired position,

as shown in fig. 2 and 3, the adjusting assembly 1 includes a force adjusting knob 111, a mounting seat 112, a joint 113 and a second lock nut 114, the force adjusting knob is fixed to the mounting seat 112, one end of the joint 113 is embedded in the mounting seat 112, the joint 113 is rotatably connected to the mounting seat 112, and the force adjusting knob drives the mounting seat 112 to rotate relative to the joint 113; one end of the spring flexible shaft 2 is embedded and fixed in the mounting seat 112, a joint 113 positioned in the mounting seat 112 is rotatably connected with the spring flexible shaft 2, and at the moment, the mounting seat 112 drives the spring flexible shaft 2 to rotate when rotating; the rotation amplitude of the spring flexible shaft 2 is controlled by adjusting the force adjusting knob 111. Meanwhile, the joint 113 is sleeved with the second locking nut 114 positioned in the mounting seat 112, the outer side surface of the second locking nut 114 is attached to the inner surface of the mounting seat 112, and the second locking nut 114 facilitates the rotation of the mounting seat 112 relative to the joint 113 more stably.

Preferably, the adjusting assembly 1 further includes a first friction ring 115, the first friction ring 115 is sleeved on the joint 113, an upper surface of the first friction ring 115 is in frictional contact with the mounting seat 112, a lower surface of the first friction ring 115 is in frictional contact with the second lock nut 114, and the first friction ring 115 is pressed against the mounting seat 112 by adjusting the second lock nut 114. A first friction ring 115. Because the spring flexible shaft 2 is an elastic flexible shaft, the rotation of the spring flexible shaft can generate a small amount of resilience, and the first friction ring 115 can effectively prevent the resilience of the spring flexible shaft 2.

Further preferably, the adjusting assembly 1 further includes a second friction ring 116, the second friction ring 116 is located above the mounting seat 112, the second friction ring 116 is sleeved on the joint 113, and a bottom surface of the second friction ring 116 is in frictional contact with the mounting seat 112. The first friction ring 115 and the second friction ring 116 can effectively prevent the spring soft shaft 2 from rebounding. Meanwhile, through the locking and the thread extrusion of the second locking nut 114, a certain damping is generated between the joint 113 and the mounting seat 112, and the influence of the resilience of the spring flexible shaft 2 on the force adjusting knob 111 is avoided.

As shown in fig. 4 to 8, and referring to fig. 1, the pretensioning assembly includes a first gear 311, a second gear 312, an X-shaped bracket 313, a pressure plate 314, an upper friction disc 315, a pretensioning gear 316, a lower base 317, a first lock nut 318, a first disc spring 319, and a second disc spring 320.

Specifically, the spring flexible shaft 2 is fixed to the first gear 311, the first gear 311 is engaged with the second gear 312, two ends of a central shaft of the second gear 312 are fixed to the housing 4 and are rotatably connected with the housing 4, the spring flexible shaft 2 drives the first gear 311 to rotate, and then drives the second gear 312 to rotate, it should be noted that the first gear 311 is a pinion gear, and the second gear 312 is a bull gear; a T-shaped thread is provided on the central axis of the second gear 312, two nuts 321 are mounted on the central axis of the second gear 312, and the nuts 321 are in threaded connection with the central axis of the second gear 312. As the second gear 312 rotates, the distance between the two nuts 321 increases or decreases.

Preferably, the pretensioning assembly further comprises a copper bush 325, and both ends of the central shaft of the second gear 312 are respectively rotatably connected with the housing 4 through the copper bush 325, so that the rotatable connection of the second gear 312 and the housing 4 is simpler and more convenient.

Further preferably, the rotation angle of the spring flexible shaft 2 is 0-330 degrees. The aircraft throttle station control force regulator provides basic control force for TCQ of (5-7) N, and the output torque of the pre-tightening gear 316 is (0.23-0.323) Nm. The rotation angle of the spring flexible shaft 2 is within the range of 0-330 degrees, the operating force provided by the aircraft throttle platform operating force regulator for TCQ is not less than 33N, and the output torque of the pre-tightening gear 316 is not less than 1.53 Nm. Within the range of 0 to 330 degrees, the spring flexible shaft 2 rotates smoothly without jamming and the rotating torque is as follows: not more than 0.32 Nm.

In this embodiment, the friction surface of the pre-tensioned gear 316 is coated with a ceramic coating, which makes the pre-tensioned gear 316 more wear resistant and longer life.

Preferably, pre-tensioned gear 316 is rotationally coupled to upper friction disk 315 via bushing 325, which makes the rotational coupling between pre-tensioned gear 316 and upper friction disk 315 simpler.

As shown in fig. 1, a fixing block 324 and a sliding block 322 are disposed on the pressing plate 314, the fixing block 324 is fixedly connected with the pressing plate 314, and the sliding block 322 is slidably connected with the pressing plate 314; the two inclined rods of the X-shaped bracket 313 are hinged at the intersection point of the middle parts, one ends of the two inclined rods of the X-shaped bracket 313 are respectively hinged with the two nuts 321, the other ends of the two inclined rods are respectively hinged with the fixed block 324 and the slide block 322 correspondingly, and the change of the distance between the two nuts 321 enables the pressure plate 314 to move along the direction perpendicular to the central axis of the second gear 312. It should be noted that, in order to smoothly convert the rotational motion of the second gear 312 into the linear motion of the pressure plate 314, two X-shaped brackets 313 may be provided, and the X-shaped brackets 313 are respectively symmetrically disposed on two sides of the central axis of the second gear 312, which makes the connection between the central axis of the second gear 312 and the pressure plate 314 more stable.

Referring to fig. 7 and 8, the pre-tightening gear 316 is connected to the throttle lever, and the pre-tightening gear 316 moves along with the movement of the throttle lever, i.e., the operating force of the throttle lever is adjusted by changing the output torque of the pre-tightening gear 316; the pre-tightening gear 316 is sleeved on the upper part of the upper friction disc 315, the upper surface of the pre-tightening gear 316 is in friction contact with the upper friction disc 315, and the pre-tightening gear 316 is rotationally connected with the upper friction disc 315; a lower base 317 fixed on the shell 4 is sleeved on the upper friction disc 315, the lower base 317 is positioned below the pre-tightening gear 316, and the upper surface of the lower base 317 is in friction contact with the upper surface of the pre-tightening gear 316; a first locking nut 318 and a first disc spring 319 are sleeved on the lower portion of the upper friction disc 315, and the first locking nut 318 presses the pre-tightening gear 316 by compressing the first disc spring 319; pressure plate 314 is mounted on upper friction disk 315, and second disk spring 320 is disposed between pressure plate 314 and upper friction disk 315, pressure plate 314 moves and presses upper friction disk 315, and upper friction disk 315 presses preloaded gear 316.

The basic operating force adjustment principle is as follows:

the upper friction disc 315, the lower base 317 and the pre-tightening gear 316 form a friction pair, the first locking nut 318 is screwed, the first locking nut 318 extrudes the first disc spring 319, the first disc spring 319 generates positive pressure on a friction by-product, and increase and decrease of the output torque of the pre-tightening gear 316 are realized through the extrusion and loosening of the first locking nut 318. The friction pair of the aircraft throttle console operating force regulator is made of metal and ceramic composite materials, the friction surfaces of the upper friction disk 315 and the lower base 317 are subjected to mirror polishing after a nitriding process, and the friction surface of the pre-tightening gear 316 is sprayed with a ceramic coating, so that the friction coefficient is stable and changes little with high and low temperatures.

It should be emphasized that, when the aircraft throttle stand operating force regulator works, the pre-tightening gear 316 rotates along with the motion of the throttle stick, because of the friction force of the friction pair, the pre-tightening gear 316 can respectively drive the upper friction disc 315 and the lower base 317 to generate a motion trend, and because the lower base 317 is fixed on the shell 4 of the throttle stand through a screw, the lower base 317 cannot generate a motion; upper friction disk 315 is captured by lower base 317 with some clearance therebetween as required for assembly, which results in a slight rotation of upper friction disk 315.

The working principle of the damping force adjustment in the form of mechanical transmission is as follows: the first gear 311 is connected with the force adjusting knob 111 through the spring flexible shaft 2, the first gear 311 rotates to drive the second gear 312 to rotate, and two ends of a central shaft of the big gear are installed on the pre-tightening shell 4 through the copper shaft sleeve 325; a T-shaped thread is processed on the central shaft of the second gear 312, the central shaft of the second gear 312 rotates, and the two paired nuts 321 move forward or backward; the nut 321, the X-shaped bracket 313, the fixing block 324, the sliding block 322 and the pressure plate 314 convert the displacement of the nut 321 into the displacement of the pressure plate 314. A disc spring is arranged between the pressure plate 314 and the upper friction disc 315, the pressure plate 314 presses the disc spring to generate positive pressure, so that the positive pressure is generated on the upper friction disc 315, the upper friction disc 315 presses the pre-tightening gear 316, and the output torque of the pre-tightening gear 316 is adjusted.

As shown in fig. 7, the pretensioning assembly further includes a thrust roller cone bearing 323, the thrust roller cone bearing 323 is sleeved on the upper friction disc 315, and the thrust roller cone bearing is located between the first disc spring 319 and the first lock nut 318, which greatly reduces the disturbance of the upper friction disc 315 on the first disc spring 319, and keeps the pretensioning gear 316 torque-stable.

Preferably, the pretensioning assembly further comprises a locking screw mounted to the first locking nut 318, the first locking nut 318 being used to change a partial pitch of the first locking nut 318, which greatly facilitates self-locking fixation of the first locking nut 318. After the adjustment of the basic operating force is completed, the locking screw is tightened, the first locking nut 318 is partially elastically deformed, the thread pitch of the thread of the first locking nut 318 is changed, and the self-locking of the first locking nut 318 is realized.

It should be noted that, according to the installation condition of the aircraft throttle console operating force regulator on the TCQ, the torque is transmitted through the flexible spring shaft 2, the rotation angle of the force adjusting knob 111 is transmitted to the first gear 311 (pinion) of the pre-tightening assembly, the first gear 311 drives the second gear 312 (bull gear) to rotate, and further drives the pressing plate 314 to move, and the pressing plate 314 adjusts the output torque of the pre-tightening gear 316 by pressing the upper friction disc 315, so as to adjust the damping force of the throttle lever.

In this embodiment, the threads of the output shaft of the second gear 312 and the two nuts 321 are both Tr 8 × 1.5 trapezoidal threads, the motion is transmitted through a thread pair, the trapezoidal threads are standard threads, the lead angle is about 3.4 °, the thread pair is made of stainless steel and aluminum bronze, the friction coefficient is about 0.1, the equivalent friction angle is 5.7 °, and the lead angle is smaller than the equivalent friction angle, so that the X-shaped bracket 313 can realize self-locking.

In this embodiment, the basic operating force is obtained by pressing the first disc spring 319 with the first lock nut 318 to adjust the positive pressure of the friction pair, so as to change the output torque of the pre-tightening gear 316. After the adjustment is completed, the first lock nut 318 is locked to provide stable basic operating force for the throttle lever; the damping force is adjusted by transmitting through the spring flexible shaft 2, the rotation angle of the force adjusting knob 111 is converted into the displacement of the pressure plate 314, the second disc spring 320 is extruded to generate positive pressure, the positive pressure of the friction pair is changed, the output torque of the pre-tightening gear 316 is adjusted, and the damping force adjustment is realized.

The aircraft throttle platform control force regulator that this embodiment provided, not only structural design is reasonable, and it is very convenient to use, and stability is good, the good reliability, light in weight, long-lived moreover.

Although the invention has been described in detail with respect to the general description and the specific embodiments, it will be apparent to those skilled in the art that modifications and improvements can be made based on the invention. Therefore, such modifications and improvements are intended to be within the scope of the invention as claimed.

Claims

1. The aircraft throttle table control force regulator is characterized by comprising a regulating assembly, a spring flexible shaft, a pre-tightening assembly and a shell, wherein the pre-tightening assembly is arranged in the shell; the adjusting assembly is connected with the pre-tightening assembly through the spring flexible shaft and is used for adjusting the rotation angle of the spring flexible shaft;

2. The aircraft throttle stand maneuvering force regulator of claim 1, wherein the regulating assembly comprises a force regulating knob, a mounting seat, a joint and a second locking nut, wherein the force regulating knob is fixedly mounted to the mounting seat, one end of the joint is embedded in the mounting seat, and the joint is rotatably connected with the mounting seat; one end of the spring flexible shaft is embedded and fixed in the mounting seat, and the joint in the mounting seat is rotatably connected with the spring flexible shaft;

3. The aircraft dock maneuver adjuster according to claim 2, wherein said adjusting assembly further comprises a first friction ring disposed around said joint, wherein an upper surface of said first friction ring is in frictional contact with said mounting seat and a lower surface of said first friction ring is in frictional contact with said second lock nut, and wherein said first friction ring is urged against said mounting seat by adjusting said second lock nut.

4. The aircraft dock maneuver regulator of claim 3, wherein said adjustment assembly further comprises a second friction ring positioned above said mounting seat, wherein said second friction ring is sleeved over said joint, and wherein a bottom surface of said second friction ring is in frictional contact with said mounting seat.

5. The aircraft dock maneuver regulator of claim 1, wherein the pretensioning assembly further comprises a thrust roller cone bearing sleeved on the upper friction disc, the thrust roller cone bearing being located between the first disc spring and the first lock nut.

6. The aircraft throttle stand maneuvering force regulator of claim 1, wherein said pretensioning assembly further comprises a copper bushing, and wherein both ends of the central shaft of said second gear are rotatably connected to said housing by means of respective copper bushings.

7. The aircraft dock maneuver regulator of claim 1, wherein said pretensioning assembly further comprises a locking screw mounted to said first locking nut for varying a partial pitch of said first locking nut.

8. The aircraft throttle stand maneuvering regulator of claim 1, wherein said spring flexible shaft has a rotational angle of 0-330 °.

9. The aircraft throttle station maneuvering force regulator of claim 1, wherein a friction surface of said preloaded gear is sprayed with a ceramic coating.

10. The aircraft throttle station maneuvering regulator of claim 1, wherein said preloaded gear is rotationally coupled to said upper friction disk via a bushing.