Emergency control handle standby release mechanism of boarding door and design method

Abstract

The application discloses a boarding gate emergency control handle standby release mechanism and a design method, which comprises a cam, a transmission assembly, a connecting shaft, a standby release assembly and an emergency control handle. The cam is used for connecting an external handle shaft, and a curved groove is formed in the cam along the arc surface thereof. 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 drivingly connected to the other end of the transmission assembly. The standby release assembly comprises a tenon shaft sleeve fixedly sleeved at one end of the connecting shaft, and an outer tenon tooth is arranged on the outer wall of the tenon shaft sleeve. A hollow sleeve is movably sleeved outside the tenon shaft sleeve, and an inner tenon tooth matched with the outer tenon tooth is arranged on the inner wall of the hollow sleeve. The emergency control handle is connected to the side end of the hollow sleeve away from the connecting shaft. The application has the advantages of simplified structure, one-way operation function and reduced manufacturing cost.

Description

Technical Field

[0001] This application relates to the field of aircraft design technology, and in particular to a standby release mechanism and design method for an emergency control handle for boarding doors. Background Technology

[0002] The emergency control handle in an aircraft functions as a mechanism to activate the emergency evacuation slides in emergency situations, assisting in opening the boarding door and deploying the slides. The emergency control handle's standby release mechanism is located between the external door handle and the emergency control handle. After the aircraft has landed safely, the emergency slides are no longer needed. If the boarding door is opened by the external handle at this point, to prevent the emergency slide deployment mechanism from activating, the emergency control handle must be moved to the standby release position before the external handle opens the door. Furthermore, this mechanism must prevent reverse operation of the external handle when the emergency control handle is turned inside the cabin; that is, the mechanism should have a one-way operation function.

[0003] Currently, the boarding gates of existing aircraft models typically use a combination of a disc cam mechanism and a linkage mechanism to release the emergency control handle when the outer handle opens the door. This mechanism is relatively cumbersome, with a complex design principle, and is difficult and costly to manufacture. As a result, it is large in size, occupies a lot of 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 door emergency control handle standby release mechanism and design method, which aims to solve the technical problems of complex structure and high manufacturing cost of existing aircraft control handle standby release mechanisms.

[0005] To achieve the above objectives, this application provides a boarding gate emergency control handle standby release mechanism, including a cam, a transmission assembly, a connecting shaft, a standby release assembly, and an emergency control handle. The cam is used to connect to an external handle shaft, and a curved groove is formed along its arc-shaped surface. One end of the transmission assembly is movably connected to the curved groove and can slide along the contour of the curved groove. The connecting shaft is motive-connected to the other end of the transmission assembly. The standby release assembly includes a tenon sleeve fixedly sleeved on one end of the connecting shaft, and the outer wall of the tenon sleeve is provided with an outer tenon tooth. A hollow sleeve is movably sleeved on the outer side of the tenon sleeve, and the inner wall of the hollow sleeve is provided with an inner tenon tooth that mates with the outer tenon tooth. The emergency control handle is connected to the side of the hollow sleeve away from the connecting shaft.

[0006] Optionally, the curved groove includes an integrally connected first guide groove and second guide groove, with the ends of the first guide groove and the second guide groove being arranged alternately along the cam axis at opposite ends.

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

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

[0009] Optionally, one end of the crankshaft is connected to a roller, which is slidably disposed within a curved groove.

[0010] Optionally, the crankshaft includes a crank rocker arm and a movable shaft. One end of the crank rocker arm is slidably connected to a curved groove via a roller. The movable shaft is detachably connected to the other end of the crank rocker arm, and a first bevel gear is connected to the end of the movable shaft away from the crank rocker arm.

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

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

[0013] Optionally, the connecting shaft, emergency control handle, and crankshaft are all movably connected to the aircraft components via corresponding bearings.

[0014] To achieve the above objectives, this application also provides a design method for designing the aforementioned boarding gate emergency control handle standby release mechanism, comprising the following steps: The cam stroke δ is determined based on the rotation range of the external handle shaft. m ; According to the cam stroke δ m cam stroke angle δ t Crank and rocker arm stroke θ t The functional expression for the crank-rocker angle θ, with the cam angle δ as the independent variable, is determined as follows:

[0015] Based on the crank-rocker rotation angle θ, the equation of the contour surface of the curved groove is obtained as follows:

[0016]

[0017]

[0018]

[0019] In the formula, h c[α] is the contact height of the roller, [a] 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, and r is the contact height of the roller. g Let K be the radius of the roller, K = ±1, which corresponds to the contour surfaces of the first and second guide grooves, respectively. Based on the crank-rocker stroke θ t Emergency control handle rotation 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; Based on the angle between the first bevel gear and the second bevel gear Determine the semi-cone apex angle of the first bevel gear. for: .

[0020] The beneficial effects that this application can achieve are as follows: This 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 an external handle shaft, and a curved groove is formed on its arc-shaped surface. One end of the transmission assembly is movably connected to the curved groove and can slide along the contour of the curved groove. The connecting shaft is motive-connected to the other end of the transmission assembly. The standby release assembly includes a tenon sleeve fixedly sleeved on one end of the connecting shaft, and the outer wall of the tenon sleeve is provided with an external tenon tooth. A hollow sleeve is movably sleeved on the outer side of the tenon sleeve, and the inner wall of the hollow sleeve is provided with an internal tenon tooth that mates with the external tenon tooth. The emergency control handle is connected to the side of the hollow sleeve away from the connecting shaft.

[0021] Based on the structure of this application, when the external handle shaft rotates to open the door, the cam rotates accordingly. The cam, through its curved groove, pushes the transmission component to move, thereby driving the connecting shaft to rotate. This, in turn, causes the outer tenon of the tenon sleeve to contact the inner tenon of the hollow sleeve, causing the emergency control handle to rotate to a certain angle, ultimately reaching the standby release position. The cam then continues to rotate, moving the end of the transmission component to the other end of the curved groove contour surface of the cam, keeping the transmission component stationary. The emergency control handle remains in the standby release position. Then, during the external handle shaft reset process, the cam rotates in the reverse direction, causing the transmission component to drive the connecting shaft to rotate in the reverse direction, thereby causing the tenon... When the outer tenon separates from the inner tenon of the hollow sleeve, the emergency control handle will not rotate and will remain in the standby deactivated position. Then, when the emergency control handle is moved from the standby deactivated position to the standby position inside the cabin, the inner tenon gradually approaches the outer tenon. When the emergency control handle is rotated to the standby position, the outer tenon contacts the inner tenon. Therefore, during this process, the transmission component and cam will not be operated in reverse. Similarly, when the emergency control handle is moved from the standby position to the standby deactivated position inside the cabin, the emergency control handle rotates accordingly, causing the inner tenon to gradually move away from the outer tenon, again without operating the transmission component and cam. Therefore, this application, through the movement coordination of the transmission component and cam, and the rotational position coordination of the outer and inner tenons, ensures that rotating the emergency control handle inside the cabin will not cause reverse operation to the external handle shaft, thus achieving a one-way operation function. The ingenious structural design simplifies the traditional complex transmission structure and reduces manufacturing costs. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0023] Figure 1 This is a schematic diagram of the standby release mechanism of an emergency control handle for an aircraft door, as described in an embodiment of this application (the arrows in the diagram indicate the direction of rotation). Figure 2 This is a structural schematic diagram of the cam from another perspective in an embodiment of this application; Figure 3 This is a schematic diagram illustrating the working principle of the standby release component in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the first bevel gear in an embodiment of this application; Figure 5 This is a line diagram of the angular displacement of the crank arm in an embodiment of this application.

[0024] Figure label: 100 - External handle shaft, 200 - Cam, 210 - First guide groove, 220 - Second guide groove, 300 - Transmission assembly, 310 - Crankshaft, 311 - Crank rocker arm, 312 - Movable shaft, 320 - First bevel gear, 330 - Second bevel gear, 340 - Roller, 400 - Connecting shaft, 500 - Standby release assembly, 510 - Tenon sleeve, 511 - External tenon, 520 - Hollow sleeve, 521 - Internal tenon, 600 - Emergency control handle, 610 - Internal handle shaft, 620 - Emergency operating lever.

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

[0026] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0027] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0028] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0029] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0030] Example 1 Reference Figures 1-4 This embodiment provides a boarding gate emergency control handle standby release mechanism, including 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 an external handle shaft 100 (the cam 200 can be connected to the external handle shaft 100 via a key), and the cam 200 has a curved groove along its arc-shaped 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 sleeved 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 a hollow sleeve 520 is movably sleeved on the outer side of the tenon sleeve 510, and the inner wall of the hollow sleeve 520 is provided with an inner tenon tooth 521 that mates 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] The current method uses a combination of disc cam mechanism and linkage mechanism to release the emergency control handle when the outer handle is opened, and uses an adjustable linkage to realize the one-way operation function of the mechanism. The one-way operation function makes this mechanism relatively cumbersome, with complex design principles, complex structure, and high manufacturing difficulty and cost.

[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. The cam 200 pushes the transmission component 300 to move through the curved groove, thereby driving the connecting shaft 400 to rotate. This, in turn, causes the outer tenon 511 of the tenon sleeve 510 to contact the inner tenon 521 of the hollow sleeve 520, causing the emergency control handle 600 to rotate to a certain angle, ultimately reaching the standby release position. Afterward, the cam 200 continues to rotate, causing the end of the transmission component 300 to move to the other end of the curved groove contour surface of the cam 200, keeping the transmission component 300 stationary. The emergency control handle 600 remains in the standby release position. Then, during the reset process of the external handle shaft 100, the cam 200 rotates in the opposite direction, causing the transmission component 300 to drive the connecting shaft 400 to rotate in the opposite direction, thereby causing the tenon... When the outer tenon 511 of the shaft separates from the inner tenon 521 of the hollow sleeve 520, the emergency control handle 600 will not rotate and will remain in the standby deactivation position. Then, when the emergency control handle 600 is moved from the standby deactivation position to the standby position inside the cabin, the inner tenon 521 will gradually approach the outer tenon 511 as the emergency control handle 600 rotates. When the emergency control handle 600 is rotated to the standby position, the outer tenon 511 will contact the inner tenon 521. Therefore, during this process, the transmission assembly 300 and the cam 200 will not be operated in reverse. At the same time, when the emergency control handle 600 is moved from the standby position to the standby deactivation position inside the cabin, the emergency control handle 600 will rotate accordingly, causing the inner tenon 521 to gradually move away from the outer tenon 511. This will also prevent the operation of the transmission assembly 300 and the cam 200. Therefore, this embodiment ensures that the emergency control handle 600 will not cause reverse operation to the external handle shaft 100 when the emergency control handle 600 is rotated inside the cabin by the movement of the transmission component 300 and the cam 200, as well as the rotation position of the outer tenon 511 and the inner tenon 521. This achieves a one-way operation function. The structure is ingeniously designed, simplifies the traditional complex transmission structure, reduces manufacturing costs, reduces space occupation, and meets the requirements of lightweight design.

[0033] As an optional implementation, the curved groove includes an integrally connected first guide groove 210 and second guide groove 220, with the ends of the first guide groove 210 and the second guide groove 220 being arranged alternately 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 implementation, 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 slidably connected to a 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 crankshaft 310 to rotate at 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 function in a narrow space. Furthermore, based on the transmission structure of the first bevel gear 320 and the second bevel gear 330, the transmission direction can be changed, making the rotation axis of the emergency control handle 600 approximately perpendicular to the inner skin plane of the boarding door, which is easy to operate and occupies little space.

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

[0038] As an alternative implementation, one end of the crankshaft 310 is connected to a roller 340, which is slidably disposed within a curved groove.

[0039] In this embodiment, the crankshaft 310 is rotated by the roller 340 sliding to different positions in the curved groove, making the sliding process smoother and reducing the risk of jamming.

[0040] As an optional implementation, the crankshaft 310 includes a crank rocker arm 311 and a movable shaft 312. One end of the crank rocker arm 311 is slidably connected to a curved groove via a roller 340. The movable shaft 312 is detachably connected to the other end of the crank rocker arm 311, and a first bevel gear 320 is connected to the end of the movable shaft 312 away from the crank rocker arm 311.

[0041] In this embodiment, the crankshaft 310 is designed as two detachable parts: a crank lever 311 and a movable shaft 312. The crank lever 311 is used to cooperate with the movement of the roller 340, while the movable shaft 312 can rotate along its axis to drive the first bevel gear 320 to rotate. The crank lever 311 and the movable shaft 312 can be detachably connected by fasteners such as screws or pins, which facilitates assembly and disassembly and further reduces manufacturing difficulty. Similarly, the movable shaft 312 and the first bevel gear 320 can also be designed to be connected by screws for easy disassembly and assembly.

[0042] As an optional implementation, the emergency control handle 600 includes an internal handle shaft 610 and an emergency operating lever 620. The internal handle shaft 610 is coaxially connected to the hollow sleeve 520; the emergency operating lever 620 is connected to the other end of the internal 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 implementation, the internal handle shaft 610 and the tenon sleeve 510 are aligned, thereby ensuring that when the tenon sleeve 510 and the hollow sleeve 520 move together, the external handle shaft 100 is not reversed when the emergency control handle 600 is turned inside the cabin.

[0045] As an optional implementation, the connecting shaft 400, the emergency control handle 600, and the crankshaft 310 are all movably connected to the aircraft components via corresponding bearings, which not only support the moving parts such as the connecting shaft 400, the emergency control handle 600, and the crankshaft 310, but also allow them to rotate. The working principle of this embodiment is as follows: During the door opening process when the external handle shaft 100 rotates, the cam 200 rotates clockwise. 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 rocker arm 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 tooth 511 of the tenon sleeve 510 contacts the inner tenon tooth 521 of the hollow sleeve 520, so that the emergency control handle 600 rotates to a certain angle and then rotates to the standby release position. After that, 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 rocker arm 311 remains stationary, and the emergency control handle 600 remains in the standby release position. During the external handle reset process, 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 rocker 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 rocker arm 311, the movable shaft 312, and the first bevel gear 320 to rotate (opposite to the direction of the crank rocker arm 311 when the external handle shaft 100 rotates to open the door). Then, the first bevel gear 320 drives the second bevel gear 330, the connecting shaft 400, and the tenon sleeve 510 to rotate. The outer tenon tooth 511 of the tenon sleeve 510 separates from the inner tenon tooth 521 of the hollow sleeve 520. This process does not allow 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 moved from the standby deactivation position to the standby position inside the cabin, the inner tenon 521 gradually approaches the outer tenon 511 of the tenon sleeve 510 as the emergency control handle 600 rotates. 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. Therefore, the crank lever 311, the movable shaft 312, the first bevel gear 320, and the cam 200 will not be operated in reverse. At the same time, when the emergency control handle 600 is moved from the standby position to the standby deactivation position inside the cabin, the emergency control handle 600 rotates accordingly, causing the inner tenon 521 to gradually move away from the outer tenon 511. Therefore, this process will not operate the crank lever 311, the movable shaft 312, the first bevel gear 320, and the cam 200. This ensures that rotating the emergency control handle 600 inside the cabin will not cause reverse operation to the external handle shaft 100, thus realizing the one-way operation function.

[0046] Example 2 Reference Figures 1-5 This embodiment also provides a design method for designing the above-mentioned boarding gate emergency control handle standby release mechanism, including the following steps: The cam stroke δ is determined based on the rotation range of the external handle shaft 100. m ; According to the cam stroke δ m cam push stroke angle δ t Crank and rocker arm stroke θ t The functional expression for the crank-rocker angle θ, with the cam angle δ as the independent variable, is determined as follows:

[0047] Based on the crank-rocker rotation angle θ, the equation of the contour surface of the curved groove is obtained as follows:

[0048]

[0049]

[0050]

[0051] In the formula, h c Let [α] be the contact height of roller 340, [α] be the allowable pressure angle, a be the distance from the rotation axis of crank rocker arm 311 to the rotation axis of cam 200, L be the length of crank rocker arm 311, and r be the contact height of roller 340. g The radius of roller 340 is K=±1, which corresponds to the contour surfaces of the first guide groove 210 and the second guide groove 220 respectively; Based on the crank-rocker stroke θ t Emergency control handle rotation 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; Based on the angle between the first bevel gear 320 and the second bevel gear 330 Determine the semi-cone apex 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 move in a coordinated manner. Therefore, the cam stroke δ can be determined based on the rotation range of the external handle shaft 100. m For example, here we determine the cam travel δ m =118°, stroke angle δ t =78°, crank-rocker stroke θ t =30°, then the motion law of the crank-rocker rotation angle θ can be determined as follows:

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

[0054] The design here should accommodate the emergency control handle rotation 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 angle between the first bevel gear 320 and the second bevel gear 330 is 60°. =90°, thus the semi-cone apex angle of the first bevel gear 320 is calculated. =63.4°. Based on this, the bevel gear structure is designed. Considering the actual rotation angle of the first bevel gear 320, the first bevel gear 320 is designed as a non-complete bevel gear, that is, a sector tooth structure.

[0055] In summary, based on the above design method, the key parameters of each mechanism component can be calculated and designed according to the known correlation parameters, thereby satisfying the motion coordination requirement.

[0056] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A standby release mechanism for an emergency control handle on an aircraft boarding gate, characterized in that, include: A cam is used to connect an external handle shaft. The cam has a curved groove along its arc-shaped surface. The curved groove includes an integrally connected first guide groove and a second guide groove. The ends of the first guide groove and the second guide groove that are far apart from each other are staggered along the cam axis. 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 is drivenly connected to the other end of the transmission assembly; The standby release assembly includes a tenon sleeve fixedly sleeved on one end of the connecting shaft, and the outer wall of the tenon sleeve is provided with an outer tenon tooth. A hollow sleeve is movably sleeved on the outer side of the tenon sleeve, and the inner wall of the hollow sleeve is provided with an inner tenon tooth that mates with the outer tenon tooth. An emergency control handle is connected to the side of the hollow sleeve away from the connecting shaft; the emergency control handle includes an internal handle shaft, which is coaxially connected to the hollow sleeve; the internal handle shaft coincides with the axis of the tenon sleeve. The transmission assembly includes: A crankshaft, one end of which is slidably connected to the curved groove, and a roller is connected to the other end of the crankshaft, the roller being slidably disposed within the curved groove; A first bevel gear is connected to the other end of the crankshaft; The second bevel gear is sleeved on the connecting shaft and meshes with the first bevel gear.

2. The boarding gate emergency control handle standby release mechanism as described in claim 1, characterized in that, The first bevel gear has sector teeth.

3. The boarding gate emergency control handle standby release mechanism as described in claim 1, characterized in that, The crankshaft includes: A crank-rocker arm, 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 arm, and the first bevel gear is connected to the end of the movable shaft away from the crank arm.

4. A boarding gate emergency control handle standby release mechanism as described in any one of claims 1-3, characterized in that, The emergency control handle also includes: An emergency operating lever, which is connected to the other end of the internal handle shaft.

5. The boarding gate emergency control handle standby release mechanism as described in claim 1, characterized in that, The connecting shaft, the emergency control handle, and the crankshaft are all movably connected to the aircraft components via corresponding bearings.

6. A design method, characterized in that, The method for designing the boarding gate emergency control handle standby release mechanism as described in claim 3 includes the following steps: The cam stroke δ is determined based on the rotation range of the external handle shaft. m ; According to the cam stroke δ m cam stroke angle δ t Crank and rocker arm stroke θ t The functional expression for the crank-rocker angle θ, with the cam angle δ as the independent variable, is determined as follows: Based on the crank-rocker rotation angle θ, the equation of the contour surface of the curved groove is obtained as follows: In the formula, h c [α] is the contact height of the roller, [a] 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, and r is the contact height of the roller. g Let K be the radius of the roller, K = ±1, which corresponds to the contour surfaces of the first and second guide grooves, respectively. Based on the crank-rocker stroke θ t Emergency control handle rotation 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; Based on the angle between the first bevel gear and the second bevel gear Determine the semi-cone apex angle of the first bevel gear. for: 。

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