Aircraft engine compartment operating protection device

Abstract

The present invention relates to the technical field, and in particular to an aircraft engine nacelle operating protection device, comprising a frame frame, with two rectangular frames hingedly connected at both ends via a first transverse axis. The two rectangular frames are mounted with a lifting assembly near one end of the frame frame, and an adjustment assembly is mounted on one end of the two rectangular frames near the anti-slip plate. The device is simple and convenient to use as a whole, adaptable to a variety of different operating needs. A separate pedal is provided to effectively improve the operator's working environment, and multiple anti-slip measures are employed to provide multiple protections for the operator, ensuring personal safety and preventing accidents.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft engine compartment operation, in particular to an aircraft engine compartment operation protection device. Background Art

[0002] The engine nacelle primarily consists of the engine air intake, fairing, internal fixtures, thrust reverser, and tail nozzle. Enclosing the engine, the nacelle provides a mounting platform and necessary protection. The aircraft connects to the nacelle from the rear and upper portion of the engine. The nacelle must ensure the engine's proper function in all operating environments and flight conditions, converting the engine's thrust into the aircraft's power, enabling propulsion and steering operations in the air.

[0003] When maintaining an aircraft engine or repairing a malfunction, maintenance workers need to enter the engine compartment or find a suitable place to stand on the aircraft fuselage, and then disassemble the aircraft engine for maintenance or repair. However, since the aircraft fuselage needs to reduce resistance during flight, the aircraft fuselage is mostly made of smooth materials. Therefore, during the workers' maintenance work on the aircraft engine, it is easy for them to slip or have difficulty in standing. Therefore, it is urgent to design an engine compartment operation protection device to change the current situation. Summary of the Invention

[0004] The purpose of this section is to summarize some aspects of the embodiments of the present invention and briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section and the abstract and title of this application to avoid obscuring the purpose of this section, the abstract and the title of the invention, and such simplifications or omissions should not be used to limit the scope of the present invention.

[0005] In view of the above problems or problems existing in the prior art, the present invention is proposed.

[0006] Therefore, an object of the present invention is to provide an engine room operation protection device.

[0007] In order to solve the above technical problems, the present invention provides the following technical solutions: an aircraft engine compartment operation protection device, comprising a frame frame, which is placed in a horizontal state, and the two ends of the frame frame are hinged to two rectangular frames through a first horizontal axis, the two ends of the first horizontal axis are locked by nuts, and the bottoms of the two rectangular frames are hinged to a hinge joint through a second horizontal axis, and an anti-slip plate is fixedly installed at the bottom of the hinge joint, and a lifting assembly is installed on the two rectangular frames near one end of the frame frame, and an adjustment assembly is installed on the two rectangular frames near one end of the anti-slip plate.

[0008] The adjusting component includes a third horizontal axis inserted through the bottom of the rectangular frame, and the rectangular frame is provided with two avoidance grooves at the third horizontal axis, wherein both ends of one of the third horizontal axes are sleeved with a hollow bar, and both ends of the other third horizontal axis are sleeved with a receiving bar, and the hinge points of the hollow bar and the receiving bar with the third horizontal axis are all located in the avoidance groove, and the receiving bar is fixedly connected to a guide bar at one end away from the rectangular frame, and the guide bar is slidably installed in the hollow bar, and a through hole is provided at the end of the guide bar away from the receiving bar, and a first spring is installed in the through hole, and cylinders are respectively inserted at both ends of the first spring, and hemispheres are fixedly connected to the top of the cylinder, and a number of limiting holes are provided at the top and bottom of the hollow bar, and the hole walls of the limiting holes are arc-shaped surfaces, a rectangular bar is slidably installed on the outside of the hollow bar, and adjustment holes corresponding to the limiting holes are provided at the top and bottom of the rectangular bar.

[0009] A protective device for aircraft engine compartment operations is a preferred solution of the present invention, wherein: a synchronization component is provided between the rectangular bars, the synchronization component includes an adjustment plate fixedly connected to the side walls of the two rectangular bars, and the two sides of the adjustment plate are fixedly connected to the side walls of the rectangular bars through angle seats, the two side walls of the hollow bars are respectively fixedly installed with abutment plates and limit plates, and the limit plates are fixedly installed at the ends of the hollow bars, a guide rod is fixedly installed between the abutment plates and the limit plates, and the guide rod passes through the adjustment plate, a second spring is sleeved on the outer side of the guide rod, and one end of the second spring is pressed against the abutment plates and the other end is pressed against the adjustment plate.

[0010] A protective device for operating an aircraft engine compartment is a preferred embodiment of the present invention, wherein: a slide groove is provided on the side wall of the rectangular frame, the lifting assembly includes a drive shaft slidably installed in the slide groove, a connecting roller is sleeved on the outer side of the drive shaft, one of the side walls of the connecting rollers is fixedly connected to a first pedal, and the other side wall of the connecting roller is fixedly connected to a second pedal, and mounting grooves and accommodating holes are provided on both sides of the first pedal and the second pedal.

[0011] A preferred embodiment of the present invention is an aircraft engine compartment operation protection device, wherein: the outside of the drive shaft is located on both sides of the connecting roller and is sleeved with secondary bevel gears, and a transmission shaft is slidably installed in the installation groove, a slot is provided inside the transmission shaft, and gear rods are inserted into the two transmission shaft slots, one end of the transmission shaft is provided with a stepped groove, and the other end is sleeved with a main bevel gear, the main bevel gear is meshed with the secondary bevel gear, and the stepped groove extends deep into the accommodating hole, a sinking groove is provided on one side of the upper surface of the second pedal, and support frames are provided at both ends of the sinking groove, a motor is fixedly installed on the upper surface of the support frame, and a driving bevel gear is sleeved on the output end of the motor, one of the gear rods is sleeved with a connecting sleeve, and one end of the connecting sleeve is fixedly connected to the transmission shaft, the outside of the connecting sleeve is sleeved with a receiving bevel gear, and the driving bevel gear is meshed with the receiving bevel gear.

[0012] An aircraft engine compartment operation protection device is a preferred solution of the present invention, wherein: the first pedal is provided with sockets on both sides of the accommodating hole, and the second pedal is fixedly installed with connecting rods on both sides of the accommodating hole, and the connecting rods are slidably installed in the sockets.

[0013] An aircraft engine compartment operation protection device is a preferred solution of the present invention, wherein: gears are sleeved on both end portions of the drive shaft, a rack plate is fixedly installed on the side wall of the slide groove, and the rack plate is engaged with the gears.

[0014] An aircraft engine compartment operation protection device is a preferred embodiment of the present invention, wherein: the side walls of the rectangular frame are provided with a plurality of U-shaped grooves, and step plates are fixedly installed in the U-shaped grooves, and anti-slip strips are fixedly installed on the upper surfaces of the step plates.

[0015] The beneficial effects of the aircraft engine compartment operation protection device of the present invention are as follows: the device can be adjusted as a whole according to different working heights. First, the adjusting plate is pushed to compress the second spring, and the rectangular bar is driven to slide. During the sliding of the rectangular bar, the hemisphere is squeezed and begins to shrink inward. Until the hemisphere is completely disengaged from the limiting hole, the receiving bar can be pulled. After the guide bar slides to a suitable distance, the adjusting plate is released, and the adjusting plate is restored by the second spring. The hemisphere is again pushed out of the limiting hole by the first spring, the device is locked, and the adjustment process is completed. Subsequently, the motor is started, and the pedal height is adjusted by driving the bevel gear, the receiving bevel gear, the main and secondary bevel gears and other components to cooperate with each other. The device is simple and convenient to use as a whole and can adapt to a variety of different working needs. At the same time, a separate pedal is set up to effectively improve the working environment of the operator. At the same time, multiple anti-slip methods are used to provide multiple protections for the operator, ensure personal safety, and avoid safety accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort. Among them:

[0017] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0018] Figure 2 Schematic diagram of the regulating component and the synchronizing component in the present invention;

[0019] Figure 3 Schematic diagram of the connecting bar and the guide bar in the present invention;

[0020] Figure 4 for Figure 2 A side sectional view of

[0021] Figure 5 Schematic diagram of the lifting assembly in the present invention;

[0022] Figure 6 This is a schematic diagram of the first pedal in the present invention;

[0023] Figure 7 This is a schematic diagram of the second pedal in the present invention;

[0024] Figure 8 Schematic diagram of the transmission shaft in the present invention.

[0025] In the figure: 1, frame; 2, rectangular frame; 3, first horizontal axis; 4, nut; 5, second horizontal axis; 7, hinged joint; 8, anti-skid plate; 9, third horizontal axis; 10, avoidance groove; 11, hollow bar; 12, receiving bar; 13, guide bar; 14, through hole; 15, first spring; 16, cylinder; 17, hemisphere; 18, limit hole; 19, curved surface; 20, rectangular bar; 21, adjustment hole; 22, adjustment plate; 23, angle seat; 24, stop plate; 25, limit plate; 26, guide rod; 27, second spring; 2 8. Slide groove; 29. Drive shaft; 30. Connecting roller; 31. First pedal; 32. Second pedal; 33. Mounting groove; 34. Receiving hole; 35. Secondary bevel gear; 36. Transmission shaft; 37. Slot; 38. Gear rod; 39. Step groove; 40. Main bevel gear; 41. Sinking groove; 42. Support frame; 43. Motor; 44. Drive bevel gear; 45. Connecting sleeve; 46. Receiver bevel gear; 47. Socket; 48. Connecting rod; 49. Gear; 50. Rack plate; 51. U-shaped groove; 52. Step plate; 53. Anti-slip strip. DETAILED DESCRIPTION

[0026] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0027] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0028] Secondly, the term "one embodiment" or "embodiment" herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in various places throughout this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive of other embodiments.

[0029] Example

[0030] Reference Figures 1 to 8 An aircraft engine compartment operation protection device includes a frame frame 1, which is placed in a horizontal state. The two ends of the frame frame 1 are hinged to two rectangular frames 2 through a first transverse axis 3. The two ends of the first transverse axis 3 are locked by nuts 4. The bottoms of the two rectangular frames 2 are hinged to a hinge head 7 through a second transverse axis 5. An anti-skid plate 8 is fixedly installed at the bottom of the hinge head 7. A lifting assembly is installed on one end of the two rectangular frames 2 close to the frame frame 1, and an adjustment assembly is installed on one end of the two rectangular frames 2 close to the anti-skid plate 8.

[0031] The adjustment component includes a third horizontal axis 9 inserted into the bottom of the rectangular frame 2, and the rectangular frame 2 is provided with two avoidance grooves 10 at the third horizontal axis 9, wherein both ends of one of the third horizontal axis 9 are sleeved with a hollow bar 11, and both ends of the other third horizontal axis 9 are sleeved with a receiving bar 12, and the hinge points of the hollow bar 11 and the receiving bar 12 with the third horizontal axis 9 are all located in the avoidance groove 10, and the receiving bar 12 is fixedly connected to the end away from the rectangular frame 2 with a guide bar 13, and the guide bar 13 is slidably installed in the hollow bar 11, A through hole 14 is provided at one end of the guide bar 13 away from the receiving bar 12, and a first spring 15 is installed in the through hole 14. Cylinders 16 are respectively inserted at both ends of the first spring 15, and a hemisphere 17 is fixedly connected to the top of the cylinder 16. A plurality of limiting holes 18 are provided at the top and bottom of the hollow bar 11, and the hole walls of the limiting holes 18 are arc-shaped surfaces 19. A rectangular bar 20 is slidably installed on the outside of the hollow bar 11, and adjustment holes 21 corresponding to the limiting holes 18 are provided at the top and bottom of the rectangular bar 20.

[0032] The cylinder 16 and the hemisphere 17 installed in the guide bar 13, due to the elastic force of the first spring 15, press the hemispheres 17 at the upper and lower ends against the limiting holes 18 respectively. Since the wall of the limiting hole 18 is an arc-shaped surface 19, it has a limiting effect on the hemisphere 17, preventing the hemisphere 17 from being squeezed out of the limiting hole 18 by the first spring 15.

[0033] Furthermore, a synchronization component is provided between the rectangular bars 20, and the synchronization component includes an adjustment plate 22 fixedly connected to the side walls of the two rectangular bars 20, and the two sides of the adjustment plate 22 are fixedly connected to the side walls of the rectangular bar 20 through angle seats 23, and the side walls of the two hollow bars 11 are respectively fixedly installed with abutment plates 24 and limit plates 25, and the limit plates 25 are fixedly installed at the ends of the hollow bars 11, and a guide rod 26 is fixedly installed between the abutment plates 24 and the limit plates 25, and the guide rod 26 passes through the adjustment plate 22, and a second spring 27 is sleeved on the outer side of the guide rod 26, and one end of the second spring 27 is pressed against the abutment plate 24 and the other end is pressed against the adjustment plate 22.

[0034] When the spacing between the rectangular frames 2 needs to be adjusted, the adjusting plate 22 is pushed to compress the second spring 27. Since the rectangular bar 20 is fixedly connected to the adjusting plate 22, the rectangular bar 20 slides along the adjusting plate 22 on the outside of the hollow bar 11. During the sliding of the rectangular bar 20, the hemisphere 17 is squeezed by the side wall of the adjusting hole 21 and begins to shrink inward and compress the first spring 15. At this time, the receiving bar 12 can be pulled to drive the guide bar 13 to slide to a suitable distance in the hollow bar 11, and then the adjusting plate 22 is released. Due to the elastic force generated by the second spring 27, the adjusting plate 22 is restored. At this time, the hemisphere 17 is again pushed out of the limiting hole 18 by the first spring 15, and the device is locked.

[0035] Furthermore, a slide groove 28 is provided on the side wall of the rectangular frame 2, and the lifting assembly includes a drive shaft 29 slidably installed in the slide groove 28, and a connecting roller 30 is sleeved on the outer side of the drive shaft 29, wherein the side wall of one of the connecting rollers 30 is fixedly connected to a first pedal 31, and the side wall of the other connecting roller 30 is fixedly connected to a second pedal 32, and both sides of the first pedal 31 and the second pedal 32 are provided with an installation groove 33 and a receiving hole 34.

[0036] Preferably, the outside of the drive shaft 29 is provided with secondary bevel gears 35 on both sides of the connecting roller 30, and a transmission shaft 36 is slidably installed in the installation groove 33. A slot 37 is provided inside the transmission shaft 36, and a gear rod 38 is inserted into the slots 37 of the two transmission shafts 36. A stepped groove 39 is provided at one end of the transmission shaft 36, and a main bevel gear 40 is sleeved at the other end. The main bevel gear 40 is engaged with the secondary bevel gear 35, and the stepped groove 39 is deep into the receiving hole 34. A sinking groove 41 is provided on one side of the upper surface of the second pedal 32, and support frames 42 are provided at both ends of the sinking groove 41. A motor 43 is fixedly installed on the upper surface of the support frame 42, and a driving bevel gear 44 is sleeved on the output end of the motor 43. A connecting sleeve 45 is sleeved on the outside of one of the gear rods 38, and one end of the connecting sleeve 45 is fixedly connected to the transmission shaft 36. A receiving bevel gear 46 is sleeved on the outside of the connecting sleeve 45, and the driving bevel gear 44 is engaged with the receiving bevel gear 46.

[0037] Furthermore, both sides of the first pedal 31 located at the accommodating hole 34 are provided with insertion holes 47 , and both sides of the second pedal 32 located at the accommodating hole 34 are fixedly installed with connecting rods 48 , and the connecting rods 48 are slidably installed in the insertion holes 47 .

[0038] Preferably, gears 49 are sleeved on both ends of the driving shaft 29 , and a rack plate 50 is fixedly installed on the side wall of the rectangular frame 2 located on the slide groove 28 , and the rack plate 50 is engaged with the gears 49 .

[0039] An aircraft engine compartment operation protection device is a preferred embodiment of the present invention, wherein: the side wall of the rectangular frame 2 is provided with a plurality of U-shaped grooves 51, and step plates 52 are fixedly installed in the U-shaped grooves 51, and anti-slip strips 53 are fixedly installed on the upper surface of the step plates 52.

[0040] Working principle: Before using this device, the entire device needs to be adjusted according to different working heights. First, the spacing between the rectangular frames 2 needs to be adjusted, and the adjusting plate 22 needs to be pushed to compress the second spring 27. Since the rectangular bar 20 is fixedly connected to the adjusting plate 22, the rectangular bar 20 slides along the adjusting plate 22 on the outside of the hollow bar 11. During the sliding of the rectangular bar 20, the hemisphere 17 is squeezed by the side wall of the adjusting hole 21 and begins to shrink inward and compress the first spring 15 until the hemisphere 17 is completely disengaged from the limiting hole 18. At this time, the connecting bar 12 can be started to be pulled. After the connecting bar 12 drives the guide bar 13 to slide to a suitable distance in the hollow bar 11, the adjusting plate 22 is released. Due to the elastic force generated by the second spring 27, the adjusting plate 22 is restored. At this time, the hemisphere 17 is again pushed out of the limiting hole 18 by the first spring 15. After the device is locked and the preliminary adjustment process is completed, the motor 43 is started, and the receiving bevel gear 46 is driven to rotate by driving the bevel gear 44. Since the receiving bevel gear 46 is sleeved on the outside of the gear rod 38, the gear rod 38 rotates synchronously with the receiving bevel gear 46, thereby driving the transmission shaft 36 slidingly connected to the two ends of the gear rod 38 to rotate synchronously, and the main bevel gear 40 at the end of the transmission shaft 36 is engaged with the secondary bevel gear 35 to further drive the drive shaft 29 to rotate. Since the end of the drive shaft 29 is sleeved with a gear 49, and the gear 49 is engaged with the rack, when the gear 49 moves along the rack meshing trajectory, the first pedal 31 and the second pedal 32 move at a uniform speed in the vertical direction, thereby achieving the purpose of adjusting the working height. At this time, after the adjustment is completed, the operator can climb onto the pedal to perform maintenance work. After completing the work, he can leave the pedal along the step plate 52.

[0041] It is important to note that the construction and arrangement of the present application shown in a number of different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, it should be readily understood by those who refer to this disclosure that many modifications are possible (e.g., the size, scale, structure, shape and proportion of various elements, as well as parameter values (e.g., temperature, pressure, etc.), mounting arrangements, use of materials, color, directional changes, etc.) without departing substantially from the novel teachings and advantages of the subject matter described in this application. For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of the element may be inverted or otherwise changed, and the nature or number or position of the discrete elements may be altered or changed. Therefore, all such modifications are intended to be included within the scope of the present invention. The order or sequence of any process or method steps may be changed or reordered according to alternative embodiments. In the claims, any "means plus function" clause is intended to cover the structure described herein that performs the function, and is not only structurally equivalent but also equivalent structures. Other replacements, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the exemplary embodiments without departing from the scope of the present invention. Therefore, the invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0042] Additionally, in order to provide a concise description of exemplary embodiments, all features of an actual embodiment (i.e., those features that are not relevant to the best mode presently contemplated for carrying out the invention or those that are not relevant to implementing the invention) may not be described.

[0043] It will be appreciated that in the development of any actual embodiment, as in any engineering or design project, numerous implementation-specific decisions may be made. Such a development effort may be complex and time-consuming, but will, for those of ordinary skill having the benefit of this disclosure, be a routine undertaking of design, fabrication, and production without undue experimentation.

[0044] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. An aircraft engine compartment operating protection device, characterized in that: The invention comprises a frame bar frame (1), wherein the frame bar frame (1) is placed in a horizontal state, and two ends of the frame bar frame (1) are hinged to two rectangular frames (2) through a first transverse axis (3), and the two ends of the first transverse axis (3) are locked by nuts (4), and the bottoms of the two rectangular frames (2) are hinged to a hinge joint (7) through a second transverse axis (5), and an anti-slide plate (8) is fixedly installed at the bottom of the hinge joint (7), and a lifting component is installed at one end of the two rectangular frames (2) close to the frame bar frame (1), and an adjustment component is installed at one end of the two rectangular frames (2) close to the anti-slide plate (8); The adjustment component includes a third transverse axis (9) inserted into the bottom of the rectangular frame (2), and the rectangular frame (2) is provided with two avoidance grooves (10) at the third transverse axis (9), wherein both ends of one of the third transverse axes (9) are sleeved with a hollow bar (11), and both ends of the other third transverse axis (9) are sleeved with a receiving bar (12), and the hinge points of the hollow bar (11) and the receiving bar (12) with the third transverse axis (9) are all located in the avoidance groove (10), and the receiving bar (12) is fixedly connected to a guide bar (13) at one end away from the rectangular frame (2), and the guide bar (13) is slidably installed in the hollow bar (11). A through hole (14) is provided at one end of the guide bar (13) away from the receiving bar (12), a first spring (15) is installed in the through hole (14), cylinders (16) are respectively inserted at both ends of the first spring (15), and a hemisphere (17) is fixedly connected to the top of the cylinder (16), a plurality of limiting holes (18) are provided at the top and bottom of the hollow bar (11), and the hole walls of the limiting holes (18) are arc-shaped curved surfaces (19), a rectangular bar (20) is slidably installed on the outer side of the hollow bar (11), and adjustment holes (21) corresponding to the limiting holes (18) are provided at the top and bottom of the rectangular bar (20); The side wall of the rectangular frame (2) is provided with a slide groove (28), and the lifting assembly includes a driving shaft (29) slidably installed in the slide groove (28), and a connecting roller (30) is sleeved on the outer side of the driving shaft (29), wherein the side wall of one of the connecting rollers (30) is fixedly connected to a first pedal (31), and the side wall of the other connecting roller (30) is fixedly connected to a second pedal (32), and both sides of the first pedal (31) and the second pedal (32) are provided with a mounting groove (33) and a receiving hole (34); The outside of the driving shaft (29) is located on both sides of the connecting roller (30) and is sleeved with secondary bevel gears (35). A transmission shaft (36) is slidably installed in the installation groove (33). A slot (37) is provided inside the transmission shaft (36). A gear rod (38) is inserted into the slots (37) of the two transmission shafts (36). One end of the transmission shaft (36) is provided with a stepped groove (39), and the other end is sleeved with a main bevel gear (40). The main bevel gear (40) is meshed with the secondary bevel gear (35), and the stepped groove (39) is deep into the receiving hole (34). A sinking groove (41) is provided on one side of the upper surface of the second pedal (32), and support frames (42) are provided at both ends of the sinking groove (41). A motor (43) is fixedly mounted on the upper surface of the support frame (42), and the output end of the motor (43) is sleeved with a driving bevel gear (44). One of the tooth rods (38) is sleeved with a connecting sleeve (45), and one end of the connecting sleeve (45) is fixedly connected to the transmission shaft (36). The connecting sleeve (45) is sleeved with a receiving bevel gear (46) on the outside, and the driving bevel gear (44) is meshed with the receiving bevel gear (46). Gears (49) are sleeved on both ends of the drive shaft (29), and a rack plate (50) is fixedly installed on the side wall of the rectangular frame (2) located on the slide groove (28), and the rack plate (50) is meshed with the gear (49).

2. The aircraft engine compartment operation protection device according to claim 1, characterized in that: A synchronization component is provided between the rectangular bars (20), and the synchronization component includes an adjustment plate (22) fixedly connected to the side walls of the two rectangular bars (20), and the two sides of the adjustment plate (22) are fixedly connected to the side walls of the rectangular bars (20) through angle seats (23), and the side walls of the two hollow bars (11) are respectively fixedly installed with a support plate (24) and a limit plate (25), and the limit plate (25) is fixedly installed at the end of the hollow bar (11), and a guide rod (26) is fixedly installed between the support plate (24) and the limit plate (25), and the guide rod (26) passes through the adjustment plate (22), and the outer side of the guide rod (26) is sleeved with a second spring (27), and one end of the second spring (27) is pressed against the support plate (24) and the other end is pressed against the adjustment plate (22).

3. The aircraft engine compartment operation protection device according to claim 1, characterized in that: The first pedal (31) is provided with insertion holes (47) on both sides of the accommodating hole (34), and the second pedal (32) is provided with connecting rods (48) fixedly installed on both sides of the accommodating hole (34), and the connecting rods (48) are slidably installed in the insertion holes (47).

4. The aircraft engine compartment operation protection device according to claim 1, characterized in that: The side walls of the rectangular frame (2) are provided with a plurality of U-shaped grooves (51), and step plates (52) are fixedly installed in the U-shaped grooves (51), and anti-slip strips (53) are fixedly installed on the upper surfaces of the step plates (52).

Images