Boarding gate emergency control handle standby release mechanism and design method

Abstract

The invention discloses a boarding gate emergency control handle standby release mechanism and a design method, the boarding gate emergency control handle standby release mechanism comprises a cam, a transmission assembly, a connecting shaft, a standby release assembly and an emergency control handle, the cam is used for being connected with an external handle shaft, and a curve groove is formed in the cam along the arc-shaped surface of the cam; one end of the transmission assembly is movably connected into the curve groove and can slide along the outline of the curve groove. The connecting shaft is in transmission connection with the other end of the transmission assembly; the standby release assembly comprises a tenon shaft sleeve fixedly arranged at one end of the connecting shaft in a sleeving mode, outer tenon teeth are arranged on the outer wall of the tenon shaft sleeve, a hollow sleeve movably sleeves the outer side of the tenon shaft sleeve, and inner tenon teeth matched with the outer tenon teeth are arranged on the inner wall of the hollow sleeve. The emergency control handle is connected to the side end, away from the connecting shaft, of the hollow sleeve. The emergency control handle has the advantages that the structure is simplified, the one-way operation function can be achieved, and the manufacturing cost is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft design, and in particular to a standby release mechanism and a design method for an emergency control handle of an aircraft gate. Background Art

[0002] The emergency control handle in an aircraft is the control mechanism that actuates the emergency evacuation slide in an emergency, assisting in opening the boarding door and releasing the emergency evacuation slide. The emergency control handle's standby release mechanism is located between the boarding door's outer handle and the emergency control handle. After the passenger plane has safely landed, the emergency slide is no longer required to operate. At this time, if the boarding door is opened using the outer handle, to prevent the emergency slide release mechanism from operating, the emergency control handle must be moved to the standby release position before the outer handle opens the boarding door. In addition, this mechanism must prevent reverse operation of the outer handle when the emergency control handle is turned inside the cabin, that is, the mechanism must have a one-way operation function.

[0003] At present, the boarding doors of existing aircraft models usually use a combination of a disc cam mechanism and a connecting rod mechanism to realize the standby release of the emergency control handle when the external handle opens the door. This mechanism is relatively cumbersome, with complex design principles, and is difficult and costly to manufacture. Therefore, it is large in size, occupies a large space, and is difficult to meet the requirements of lightweight design. Summary of the Invention

[0004] The main purpose of this application is to provide a boarding gate emergency control handle standby release mechanism and design method, aiming to solve the technical problems of complex structure and high manufacturing cost of the control handle standby release mechanism on existing aircraft.

[0005] To achieve the above-mentioned purpose, the present application provides a standby release mechanism of an emergency control handle of a boarding gate, comprising a cam, a transmission assembly, a connecting shaft, a standby release assembly and an emergency control handle, the cam being used to connect to an external handle shaft, and the cam having a curved groove along its arc surface; one end of the transmission assembly is movably connected in the curved groove and can slide along the contour of the curved groove; the connecting shaft is transmission-connected to the other end of the transmission assembly; the standby release assembly comprises a tenon sleeve fixedly sleeved on one end of the connecting shaft, and the outer wall of the tenon sleeve is provided with outer tenon teeth, the outer movable sleeve of the tenon sleeve is provided with a hollow sleeve, and the inner wall of the hollow sleeve is provided with inner tenon teeth cooperating with the outer tenon teeth; the emergency control handle is connected to the side end of the hollow sleeve away from the connecting shaft.

[0006] Optionally, the curved groove includes a first guide groove and a second guide groove that are integrally connected, and ends of the first guide groove and the second guide groove that are away from each other are staggered along the axial direction of the cam.

[0007] Optionally, the transmission assembly includes a crankshaft, a first bevel gear and a second bevel gear, one end of the crankshaft is slidingly connected in the curved groove; the first bevel gear is connected to the other end of the crankshaft; the second bevel gear is sleeved on the connecting shaft, and the second bevel gear is meshed with the first bevel gear.

[0008] Optionally, the first bevel gear is a sector-shaped gear.

[0009] Optionally, one end of the crank shaft is connected to a roller, and the roller is slidably arranged in the curved groove.

[0010] Optionally, the crank shaft includes a crank rocker and a movable shaft, one end of the crank rocker is slidably connected to the curved groove through a roller; the movable shaft is detachably connected to the other end of the crank rocker, and the first bevel gear is connected to the end of the movable shaft away from the crank rocker.

[0011] Optionally, the emergency control handle includes an internal handle shaft and an emergency operating rod, the internal handle shaft is coaxially connected to the hollow sleeve; the emergency operating rod is connected to the other end of the internal handle shaft.

[0012] Optionally, the inner handle axis coincides with the axis of the tenon sleeve.

[0013] Optionally, the connecting shaft, the emergency control handle and the crank shaft are all movably connected to the aircraft component through corresponding bearings.

[0014] To achieve the above-mentioned purpose, the present application further provides a design method for designing the above-mentioned boarding door emergency control handle standby release mechanism, comprising the following steps: Determine the cam stroke δ according to the rotation range of the external handle shaft m ; According to the cam stroke δ m 、Cam thrust motion angle δ t 、Crank rocker stroke θ t , the function expression of the crankshaft angle θ with the cam angle δ as the independent variable is determined as follows:

[0015] According to the crankshaft angle θ, the contour surface equation of the curved groove is obtained as follows:

[0016]

[0017]

[0018]

[0019] Where h cis the contact height of the roller, [α] is the allowable pressure angle, a is the distance from the rotation axis of the crankshaft to the rotation axis of the cam, L is the length of the crankshaft, r g is the radius of the roller, K=±1, corresponding to the contour surfaces of the first guide groove and the second guide groove respectively; According to the crank rocker stroke θ t 、Emergency control handle turning angle Φ b , determine the number of teeth Z1 of the first bevel gear and the number of teeth Z2 of the second bevel gear; According to the intersection angle of the first bevel gear and the second bevel gear , determine the semi-apex angle of the first bevel gear for: .

[0020] The beneficial effects that can be achieved by this application are as follows: The present application includes a cam, a transmission assembly, a connecting shaft, a standby release assembly and an emergency control handle. The cam is used to connect to the external handle shaft, and the cam has a curved groove along its arc surface; one end of the transmission assembly is movably connected in the curved groove and can slide along the contour of the curved groove; the connecting shaft is transmission-connected to the other end of the transmission assembly; the standby release assembly includes a tenon sleeve fixedly mounted on one end of the connecting shaft, and the outer wall of the tenon sleeve is provided with external tenon teeth, the outer movable sleeve of the tenon sleeve is provided with a hollow sleeve, and the inner wall of the hollow sleeve is provided with internal tenon teeth cooperating with the external tenon teeth; the emergency control handle is connected to the side end of the hollow sleeve away from the connecting shaft.

[0021] Based on the structure of the present application, when the external handle shaft rotates to open the door, the cam rotates accordingly, and the cam pushes the transmission assembly to move through the curved groove, thereby driving the connecting shaft to rotate, and then driving the outer tenon teeth of the tenon sleeve to contact the inner tenon teeth of the hollow sleeve, so that the emergency control handle is rotated to a certain angle, and finally the emergency control handle is rotated to the standby release position, and then the cam continues to rotate, so that the end of the transmission assembly moves to the other end of the curved groove contour surface of the cam, so that the transmission assembly remains stationary and the emergency control handle remains in the standby release position, and then during the resetting process of the external handle shaft, the cam rotates in the opposite direction, prompting the transmission assembly to drive the connecting shaft to rotate in the opposite direction, thereby making the tenon shaft The outer tenon teeth are separated from the inner tenon teeth of the hollow sleeve. At this time, the emergency control handle will not rotate, and the emergency control handle will remain in the standby release position. Then, when the emergency control handle is toggled in the cabin to move from the standby release position to the standby position, the emergency control handle rotates, causing the inner tenon teeth to gradually approach the outer tenon teeth. When the emergency control handle is rotated to the standby position, the outer tenon teeth contact the inner tenon teeth. Therefore, in this process, the transmission assembly and the cam will not be reversely operated. At the same time, when the emergency control handle is toggled in the cabin to move from the standby position to the standby release position, the emergency control handle rotates accordingly, causing the inner tenon teeth to gradually move away from the outer tenon teeth, and the transmission assembly and the cam will not be operated. Therefore, the present application ensures that when the emergency control handle is rotated in the cabin, no reverse operation will be caused to the external handle shaft through the motion coordination of the transmission assembly and the cam and the rotation position coordination of the outer tenon teeth and the inner tenon teeth, thereby realizing a one-way operation function. The structural design is ingenious, simplifies the traditional complex transmission structure, and reduces manufacturing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] To more clearly illustrate the specific embodiments of this application or the technical solutions in the prior art, the following briefly describes the drawings required for the specific embodiments or the description of the prior art. Similar elements or parts are generally identified by similar reference numerals throughout the drawings. Elements or parts in the drawings are not necessarily drawn to scale.

[0023] Figure 1 This is a structural schematic diagram of a standby release mechanism for an emergency control handle of a boarding gate in an embodiment of the present application (the arrow in the figure indicates the direction of rotation); Figure 2 This is a structural diagram of the cam from another perspective in the embodiment of the present application; Figure 3 This is a schematic diagram of the working principle of the standby release component in an embodiment of the present application; Figure 4 Schematic diagram of the structure of the first bevel gear in the embodiment of the present application; Figure 5 2 is a diagram of the angular displacement of the crank rocker in an embodiment of the present application.

[0024] Reference numerals: 100-external handle shaft, 200-cam, 210-first guide groove, 220-second guide groove, 300-transmission assembly, 310-crank shaft, 311-crank rocker, 312-movable shaft, 320-first bevel gear, 330-second bevel gear, 340-roller, 400-connecting shaft, 500-standby release assembly, 510-mortise sleeve, 511-external tenon, 520-hollow sleeve, 521-inner tenon, 600-emergency control handle, 610-internal handle shaft, 620-emergency operating lever.

[0025] The realization of the objectives, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0027] It should be noted that all directional indications in the embodiments of the present application (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the various components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0028] In this application, unless otherwise specified or limited, the terms "connection" and "fixed" should be understood in a broad sense. For example, "connection" can mean fixed connection, detachable connection, or integration; it can mean mechanical connection or electrical connection; it can mean direct connection or indirect connection through an intermediate medium; it can mean internal communication between two elements or interaction between two elements, unless otherwise specified. For those skilled in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0029] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the meaning of "and / or" appearing throughout the text includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which A and B are satisfied at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement it. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0030] Example 1 Reference Figure 1-Figure 4 This embodiment provides a boarding gate emergency control handle standby release mechanism, comprising a cam 200, a transmission assembly 300, a connecting shaft 400, a standby release assembly 500, and an emergency control handle 600. The cam 200 is used to connect to the external handle shaft 100 (the cam 200 can be connected to the external handle shaft 100 via a key). The cam 200 has a curved groove along its arc surface; one end of the transmission assembly 300 is movably connected to the curved groove and can slide along the contour of the curved groove; the connecting shaft 400 The transmission is connected to the other end of the transmission assembly 300; the standby release assembly 500 includes a tenon sleeve 510 fixedly mounted on one end of the connecting shaft 400 (the tenon sleeve 510 can be connected to the connecting shaft 400 by a pin), and the outer wall of the tenon sleeve 510 is provided with an outer tenon tooth 511, and the outer movable sleeve of the tenon sleeve 510 is provided with a hollow sleeve 520, and the inner wall of the hollow sleeve 520 is provided with an inner tenon tooth 521 that cooperates with the outer tenon tooth 511; the emergency control handle 600 is connected to the side end of the hollow sleeve 520 away from the connecting shaft 400.

[0031] At present, a combination of a disc cam mechanism and a connecting rod mechanism is used to realize the standby release of the emergency control handle when the outside handle opens the door, and an adjustable connecting rod is used to realize the one-way operation function of the mechanism. In order to realize the one-way operation function, this mechanism is relatively cumbersome, the design principle is complex, the structure is complex, and the manufacturing difficulty and cost are relatively high.

[0032] Therefore, based on the mechanism in this embodiment, when the external handle shaft 100 rotates to open the door, the cam 200 rotates accordingly, and the cam 200 pushes the transmission assembly 300 to move through the curved groove, thereby driving the connecting shaft 400 to rotate, and then driving the outer tenon 511 of the tenon sleeve 510 to contact the inner tenon 521 of the hollow sleeve 520, so that the emergency control handle 600 rotates a certain angle, and finally the emergency control handle 600 rotates to the standby release position, and then the cam 200 continues to rotate, so that the end of the transmission assembly 300 moves to the other end of the curved groove profile surface of the cam 200, so that the transmission assembly 300 remains stationary, and the emergency control handle 600 remains in the standby release position, and then during the resetting process of the external handle shaft 100, the cam 200 rotates in the opposite direction, prompting the transmission assembly 300 to drive the connecting shaft 400 to rotate in the opposite direction, thereby making the tenon The outer tenon 511 of the shaft is separated from the inner tenon 521 of the hollow sleeve 520. At this time, the emergency control handle 600 will not rotate, and the emergency control handle 600 will remain in the standby release position. Then, when the emergency control handle 600 is moved in the cabin from the standby release position to the standby position, the emergency control handle 600 rotates, causing the inner tenon 521 to gradually approach the outer tenon 511. When the emergency control handle 600 is rotated to the standby position, the outer tenon 511 contacts the inner tenon 521. Therefore, in this process, the transmission assembly 300 and the cam 200 will not be reversed. At the same time, when the emergency control handle 600 is moved in the cabin from the standby position to the standby release position, the emergency control handle 600 rotates accordingly, causing the inner tenon 521 to gradually move away from the outer tenon 511, and the transmission assembly 300 and the cam 200 will not be operated. Therefore, this embodiment ensures that when the emergency control handle 600 is rotated in the cabin, no reverse operation will be caused to the external handle shaft 100 through the movement coordination of the transmission assembly 300 and the cam 200 and the rotation position coordination of the outer tenon 511 and the inner tenon 521, thereby realizing a one-way operation function. The structural design is ingenious, and it simplifies the traditional complex transmission structure, reduces manufacturing costs, and reduces space occupancy, meeting the requirements of lightweight design.

[0033] As an optional embodiment, the curved groove includes a first guide groove 210 and a second guide groove 220 that are integrally connected, and the ends of the first guide groove 210 and the second guide groove 220 that are away from each other are staggered along the axial direction of the cam 200.

[0034] In this embodiment, the curved groove is divided into a staggered first guide groove 210 and a second guide groove 220, and the first guide groove 210 and the second guide groove 220 are smoothly transitioned by a curve. When the cam 200 rotates, when the end of the transmission component 300 contacts the contour surface of the first guide groove 210, the cam 200 can push the transmission component 300 to move. When the end of the transmission component 300 contacts the contour surface of the second guide groove 220, the transmission component 300 remains stationary, thereby cleverly driving the transmission component 300 to switch between different movements to meet the design requirements.

[0035] As an optional embodiment, the transmission assembly 300 includes a crankshaft 310, a first bevel gear 320 and a second bevel gear 330, one end of the crankshaft 310 is slidingly connected to the curved groove; the first bevel gear 320 is connected to the other end of the crankshaft 310; the second bevel gear 330 is sleeved on the connecting shaft 400 (the second bevel gear 330 can be connected to the connecting shaft 400 by a key), and the second bevel gear 330 is meshed with the first bevel gear 320.

[0036] In this embodiment, when the cam 200 rotates, it can drive the crank shaft 310 to rotate a certain angle, thereby driving the first bevel gear 320 and the second bevel gear 330 to rotate synchronously, and finally driving the connecting shaft 400 to rotate, realizing the transmission effect in a small space, and the transmission structure based on the first bevel gear 320 and the second bevel gear 330 can change the transmission direction, so that the rotation axis of the emergency control handle 600 can be approximately perpendicular to the inner skin plane of the boarding gate, which is easy to operate and takes up little space.

[0037] As an optional implementation, the first bevel gear 320 is a sector-shaped gear. Since the first bevel gear 320 only needs to rotate a certain angle, it is designed as a sector-shaped gear according to its rotation range, which is more in line with lightweight design requirements.

[0038] As an optional embodiment, one end of the crank shaft 310 is connected to a roller 340, and the roller 340 is slidably disposed in the curved groove.

[0039] In this embodiment, the crank shaft 310 is driven to rotate by the roller 340 sliding to different positions in the curved groove, which makes the sliding process smoother and reduces the risk of jamming.

[0040] As an optional embodiment, the crank shaft 310 includes a crank pendulum 311 and a movable shaft 312, one end of the crank pendulum 311 is slidingly connected to the curved groove through a roller 340; the movable shaft 312 is detachably connected to the other end of the crank pendulum 311, and the first bevel gear 320 is connected to the end of the movable shaft 312 away from the crank pendulum 311.

[0041] In this embodiment, the crankshaft 310 is designed to be split into two parts: a detachable crankshaft 311 and a movable shaft 312. The crankshaft 311 is used to coordinate with the movement of the roller 340, while the movable shaft 312 can rotate along its axis to drive the rotation of the first bevel gear 320. The crankshaft 311 and the movable shaft 312 are detachably connected by fasteners such as screws or pins, thereby facilitating assembly and disassembly and further reducing manufacturing difficulty. Similarly, the movable shaft 312 and the first bevel gear 320 can also be designed to be connected by screws to facilitate disassembly and assembly.

[0042] As an optional embodiment, the emergency control handle 600 includes an inner handle shaft 610 and an emergency operating rod 620 . The inner handle shaft 610 is coaxially connected to the hollow sleeve 520 ; the emergency operating rod 620 is connected to the other end of the inner handle shaft 610 .

[0043] In this embodiment, the internal handle shaft 610 and the emergency operating lever 620 can be an integral connection structure or a detachable connection structure connected by screws. The internal handle shaft 610 and the emergency operating lever 620 are perpendicular or nearly perpendicular to each other to facilitate operation.

[0044] As an optional embodiment, the internal handle shaft 610 coincides with the axis of the tenon sleeve 510, thereby ensuring that when the tenon sleeve 510 and the hollow sleeve 520 pull each other, no reverse operation is caused to the external handle shaft 100 when the emergency control handle 600 is rotated in the cabin.

[0045] As an optional embodiment, the connecting shaft 400, the emergency control handle 600 and the crank shaft 310 are all movably connected to the aircraft components through corresponding bearings, which not only support the connecting shaft 400, the emergency control handle 600 and the crank shaft 310 and other movable parts, but also cooperate with their rotation. The working principle of this embodiment is: When the outer handle shaft 100 rotates to open the door, the cam 200 rotates clockwise, and the contour surface of the first guide groove 210 in the cam 200 first contacts the cylindrical surface of the roller 340, so that the cam 200 pushes the crank pendulum 311 to rotate, causing the movable shaft 312 and the first bevel gear 320 to rotate together. The first bevel gear 320 drives the second bevel gear 330, the connecting shaft 400, and the tenon sleeve 510 to rotate through meshing. The outer tenon teeth 511 of the tenon sleeve 510 contact the inner tenon teeth 521 of the hollow sleeve 520, so that the emergency control handle 600 rotates to a certain angle. The emergency control handle 600 rotates to the standby release position, and then the cam 200 continues to rotate. When the contour surface of the second guide groove 220 contacts the cylindrical surface of the roller 340, the crank pendulum 311 remains stationary, and the emergency control handle 600 remains in the standby release position. During the resetting process of the external handle, the cam 200 rotates counterclockwise. Since the contour surface of the second guide groove 220 first contacts the cylindrical surface of the roller 340, the crank arm 311 and the emergency control handle 600 remain stationary. Then the cam 200 continues to rotate, causing the contour surface of the first guide groove 210 to contact the cylindrical surface of the roller 340, causing the crank arm 311, the movable shaft 312, and the first bevel gear 320 to rotate (opposite to the direction of the crank arm 311 when the external handle shaft 100 rotates to open the door). Furthermore, the first bevel gear 320 drives the second bevel gear 330, the connecting shaft 400, and the tenon sleeve 510 to rotate, and the outer tenon teeth 511 of the tenon sleeve 510 are separated from the inner tenon teeth 521 of the hollow sleeve 520. This process cannot cause the emergency control handle 600 to rotate, and the emergency control handle 600 remains in the standby release position. Then, when the emergency control handle 600 is toggled in the cabin to move it from the standby release position to the standby position, when the emergency control handle 600 is rotated, the inner tenon 521 gradually approaches the outer tenon 511 of the tenon sleeve 510, and when the emergency control handle 600 is rotated to the standby position, the contact gap between the outer tenon 511 and the inner tenon 521 is 0.5~1mm, so the crank rocker 311, the movable shaft 312, the first bevel gear 320 and the cam 200 will not be reversely operated; at the same time, when the emergency control handle 600 is toggled in the cabin to move it from the standby position to the standby release position, the emergency control handle 600 is rotated accordingly, so that the inner tenon 521 gradually moves away from the outer tenon 511, so this process will not operate the crank rocker 311, the movable shaft 312, the first bevel gear 320 and the cam 200, ensuring that when the emergency control handle 600 is rotated in the cabin, the external handle shaft 100 will not be reversely operated, thereby realizing the one-way operation function.

[0046] Example 2 Reference Figure 1-Figure 5 This embodiment also provides a design method for designing the above-mentioned boarding door emergency control handle standby release mechanism, comprising the following steps: Determine the cam stroke δ according to the rotation range of the external handle shaft 100 m ; According to the cam stroke δ m 、Cam thrust motion angle δ t 、Crank rocker stroke θ t , the function expression of the crankshaft angle θ with the cam angle δ as the independent variable is determined as follows:

[0047] According to the crankshaft angle θ, the contour surface equation of the curved groove is obtained as follows:

[0048]

[0049]

[0050]

[0051] Where h c is the contact height of the roller 340, [α] is the allowable pressure angle, a is the distance from the rotation axis of the crankshaft 311 to the rotation axis of the cam 200, L is the length of the crankshaft 311, r g is the radius of the roller 340, K=±1, corresponding to the contour surfaces of the first guide groove 210 and the second guide groove 220 respectively; According to the crank rocker stroke θ t 、Emergency control handle turning angle Φ b , determine the number of teeth Z1 of the first bevel gear 320 and the number of teeth Z2 of the second bevel gear 330; According to the intersection angle between the first bevel gear 320 and the second bevel gear 330 , determine the semi-cone vertex angle of the first bevel gear 320 for: .

[0052] In this embodiment, considering the motion characteristics of the mechanism, it is necessary to accurately design the parameters of the key components of the mechanism to ensure that the components can effectively coordinate the movement. Therefore, the cam stroke δ can be determined according to the rotation range of the external handle shaft 100. m , for example, here we determine the cam stroke δ m =118°, push range motion angle δ t =78°, crankshaft stroke θ t =30°, the motion law of the crankshaft angle θ can be determined as:

[0053] Here, the length of the crankshaft 311 is designed to be L=30mm; the distance a between the rotation axis of the crankshaft 311 and the rotation axis of the cam 200 is 29.5mm; the roller radius r g =8mm; allowable pressure angle [α] = 50°; contact height of roller 340 is 28mm≤h c ≤38mm. Based on this, the curved groove profile of the cam 200 can be designed. Considering the actual stroke of the cam 200, the cam 200 structure can be designed as a non-complete cylinder.

[0054] The emergency control handle angle Φ b =2θ t=60°, the number of teeth of the first bevel gear 320 and the second bevel gear 330 are Z1=32 and Z2=16 respectively; the intersection angle of the first bevel gear 320 and the second bevel gear 330 is =90°, thus calculating the half cone vertex angle of the first bevel gear 320 =63.4°. The bevel gear structure is designed accordingly, and considering the actual rotation angle of the first bevel gear 320, the first bevel gear 320 is designed as a non-holonomic bevel gear, that is, a sector-shaped tooth structure.

[0055] In summary, based on the above design method, the key parameters of each mechanism part can be calculated and designed according to the known associated parameters to meet the motion synergy.

[0056] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A boarding gate emergency control handle standby release mechanism, characterized in that: include: A cam, the cam being used to connect to the external handle shaft, the cam having a curved groove along its arc-shaped surface; a transmission assembly, one end of which is movably connected to the curved groove and can slide along the contour of the curved groove; a connecting shaft, the connecting shaft being drivingly connected to the other end of the transmission assembly; A standby release assembly, comprising a tenon sleeve fixedly sleeved on one end of the connecting shaft, wherein the outer wall of the tenon sleeve is provided with outer tenon teeth, a hollow sleeve is provided on the outer side of the tenon sleeve, and the inner wall of the hollow sleeve is provided with inner tenon teeth that cooperate with the outer tenon teeth; An emergency control handle is connected to the side end of the hollow sleeve away from the connecting shaft.

2. The boarding gate emergency control handle standby release mechanism according to claim 1, characterized in that: The curved groove includes a first guide groove and a second guide groove that are integrally connected, and ends of the first guide groove and the second guide groove that are away from each other are staggered along the axial direction of the cam.

3. The boarding gate emergency control handle standby release mechanism according to claim 2, characterized in that: The transmission assembly comprises: a crankshaft, one end of which is slidably connected to the curved groove; a first bevel gear connected to the other end of the crankshaft; The second bevel gear is sleeved on the connecting shaft and is meshed with the first bevel gear.

4. The boarding gate emergency control handle standby release mechanism according to claim 3, characterized in that: The first bevel gear is a sector-shaped gear.

5. The boarding gate emergency control handle standby release mechanism according to claim 3, characterized in that: One end of the crank shaft is connected to a roller, and the roller is slidably arranged in the curved groove.

6. The boarding gate emergency control handle standby release mechanism according to claim 5, characterized in that: The crankshaft comprises: a crank rocker, one end of which is slidably connected to the curved groove via the roller; A movable shaft is detachably connected to the other end of the crank rocker, and the first bevel gear is connected to an end of the movable shaft away from the crank rocker.

7. A boarding door emergency control handle standby release mechanism according to any one of claims 1 to 6, characterized in that: The emergency control handle includes: an inner handle shaft, the inner handle shaft being coaxially connected to the hollow sleeve; An emergency operating lever is connected to the other end of the inner handle shaft.

8. The boarding gate emergency control handle standby release mechanism according to claim 7, characterized in that: The inner handle shaft coincides with the axis of the tenon sleeve.

9. The boarding gate emergency control handle standby release mechanism according to claim 3, characterized in that: The connecting shaft, the emergency control handle and the crank shaft are all movably connected to the aircraft component through corresponding bearings.

10. A design method, characterized in that: The method for designing the boarding door emergency control handle standby release mechanism as claimed in claim 5 comprises the following steps: Determine the cam stroke δ according to the rotation range of the external handle shaft m ; According to the cam stroke δ m 、Cam thrust motion angle δ t 、Crank rocker stroke θ t , the function expression of the crankshaft angle θ with the cam angle δ as the independent variable is determined as follows: According to the crankshaft angle θ, the contour surface equation of the curved groove is obtained as follows: Where h c is the contact height of the roller, [α] is the allowable pressure angle, a is the distance from the rotation axis of the crankshaft to the rotation axis of the cam, L is the length of the crankshaft, r g is the radius of the roller, K=±1, corresponding to the contour surfaces of the first guide groove and the second guide groove respectively; According to the crank rocker stroke θ t 、Emergency control handle turning angle Φ b , determine the number of teeth Z1 of the first bevel gear and the number of teeth Z2 of the second bevel gear; According to the intersection angle of the first bevel gear and the second bevel gear , determine the semi-apex angle of the first bevel gear for: 。

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