Air door control mechanism and aircraft

Abstract

The invention discloses an air door control mechanism and an aircraft, and relates to the technical field of aircrafts, the air door control mechanism comprises an air door and an actuating structure, the air door is movably mounted in an air duct of the aircraft, the actuating structure comprises an actuating part and a mounting part, and the actuating part is connected with the air door and can drive the air door to adjust the opening degree. The actuating piece is movably mounted on the mounting piece, one of the mounting piece and the actuating piece is provided with a first matching and blocking part, the other one of the mounting piece and the actuating piece is provided with a plurality of second matching and blocking parts, and the first matching and blocking part can be selectively connected with one of the plurality of second matching and blocking parts in a limiting manner, so that the actuating piece is restrained at different fixed gears. The actuating piece is provided with a plurality of discontinuous fixed gears, and different fixed gears are arranged corresponding to different opening degrees of the air door. According to the technical scheme, the problem that the opening degree of the air door of the aircraft is unstable can be solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, in particular to a damper control mechanism and an aircraft. BACKGROUND

[0002] In the aircraft environmental control system, the ram air ventilation system uses the ram effect of airflow during flight to provide ventilation for the cabin. Its core function is to control the ram air intake by adjusting the damper opening, thereby adapting to the cabin air intake demand at different flight speeds.

[0003] In related technologies, the damper opening depends entirely on the sustained torque output by the servo. In a high-frequency vibration environment (such as engine vibration and airflow turbulence), the servo torque is easily affected by fluctuations. If the torque is insufficient, the damper is easily offset by airflow impact. In addition, the cable connecting the servo and the damper is easily deformed under vibration, causing the actual opening of the damper to deviate from the target opening, and even causing "opening drift". Therefore, in a vibration environment, the reliability of the damper opening is poor. SUMMARY

[0004] The main purpose of the present application is to provide a damper control mechanism and an aircraft, which aims to improve the problem of unstable damper opening of the aircraft.

[0005] To achieve the above-mentioned purpose, the damper control mechanism provided by the present application comprises a damper and an actuating structure, the damper is movably installed in the air duct of the aircraft, and the actuating structure comprises: an actuating member connected with the damper and capable of driving the damper to adjust the opening; and a mounting member, the actuating member is movably installed on the mounting member, one of the mounting member and the actuating member is provided with a first stop portion, and the other is provided with a plurality of second stop portions, the first stop portion is capable of being connected with the plurality of second stop portions in a selected manner to limit the actuating member in different fixed stop positions; The actuating member has discontinuous multiple fixed stop positions, and different fixed stop positions correspond to different opening settings of the damper.

[0006] In an embodiment, the plurality of second stop portions are distributed along the reference line and are distributed in a staggered manner in the circumferential direction of the reference line, and the actuating member is switched to different fixed stop positions by moving along the reference line and rotating around the reference line.

[0007] In an embodiment, one of the first stop portion and the second stop portion is provided with a plug-in groove, and the other is provided with a plug-in protrusion, the plug-in protrusion is capable of being fitted into the plug-in groove to limit the rotation of the first stop portion.

[0008] In an embodiment, the insertion protrusion is arranged on the first gear portion, and the insertion groove is arranged on the second gear portion. The insertion grooves are sequentially arranged in the first direction and correspond to the first gear position, the second gear position and the third gear position which the actuating member sequentially passes through when moving in the first direction. The actuating member sequentially passes through the first gear position, the second gear position and the third gear position when rotating in the second direction. The opening degree of the damper corresponding to the first gear position, the second gear position and the third gear position increases in turn.

[0009] In an embodiment, the insertion protrusion is inserted into the insertion groove in a direction opposite to the first direction. The insertion groove has a first groove side and a second groove side which are sequentially arranged in the second direction. In two adjacent insertion grooves in the second direction, the second groove side of the former insertion groove extends in the first direction until the edge of the latter insertion groove.

[0010] In an embodiment, the bottom surface of the insertion groove comprises a first bottom section, a second bottom section and a third bottom section which are sequentially arranged in the second direction and intersect. The first bottom section and the third bottom section extend in the first direction in the second direction. The second bottom section extends from the third bottom section to the first bottom section in the first direction. The insertion protrusion has a first end surface section, a second end surface section and a third end surface section corresponding to the bottom surface of the insertion groove. The first end surface section, the second end surface section and the third end surface section are sequentially arranged in the second direction and intersect.

[0011] In an embodiment, the edge of the insertion groove where the first groove side is located is defined as a first edge. In two adjacent insertion grooves in the second direction, the first edge of the latter insertion groove extends in the second direction away from the first direction.

[0012] In an embodiment, the edge of the insertion groove where the first groove side is located is defined as a first edge. The insertion protrusion has a limiting protrusion on the side surface which can abut against the first edge, and / or the insertion protrusion can abut against the bottom surface of the insertion groove.

[0013] In an embodiment, the first edge extends in the second direction away from the first direction, and the end surface of the limiting protrusion facing the first edge extends in the second direction away from the first direction.

[0014] In an embodiment, the bottom surface of the insertion groove extends in the first direction in the second direction, and the end surface of the insertion protrusion facing the insertion groove extends in the first direction in the second direction.

[0015] In an embodiment, the height of the second slot side of the same plug-in groove in the first direction is greater than the height of the first slot side in the first direction.

[0016] In an embodiment, the mounting member is provided with a mounting hole extending along the reference line, a plurality of the second engaging portions are distributed on the hole wall surface of the mounting hole, and the first engaging portion is arranged at the portion of the actuating member extending into the mounting hole.

[0017] In an embodiment, the hole wall surface of the mounting hole is further provided with a positioning surface, the first plug-in groove, the positioning surface and the last plug-in groove are sequentially distributed in the direction opposite to the second direction, and the positioning surface starts from the first edge of the first plug-in groove and extends to the hole edge of the mounting hole away from the damper in the first direction.

[0018] In an embodiment, the damper control mechanism further comprises an elastic member acting on the actuating member, the elastic potential energy of the elastic member increases during the movement of the actuating member in the first direction, and the elastic member can keep the plug-in protrusion in abutting contact with the slot wall of the plug-in groove.

[0019] In an embodiment, the fixed gear positions are at least three, and the central angle of the rotation of the actuating member when switching between two adjacent fixed gear positions is α, and the value of the central angle α is in the range of 80° to 100°.

[0020] In an embodiment, the actuating member comprises a handle, the handle comprises intersecting first and second rod portions, the first rod portion extends along the reference line and is mounted on the mounting member, and the second rod portion is exposed inside the cabin of the aircraft.

[0021] In an embodiment, the actuating member further comprises an indication structure, the indication structure is arranged on the side of the second rod portion away from the first rod portion and is used to indicate the pose of the handle.

[0022] In an embodiment, the damper control mechanism further comprises a transmission structure, the transmission structure is connected between the actuating member and the damper and can transmit the operating force of the actuating member to the damper.

[0023] In an embodiment, the damper control mechanism further comprises an elastic member acting on the damper, and the elastic potential energy of the elastic member increases during the increase of the damper opening.

[0024] In an embodiment, the transmission structure comprises a transmission member and an anti-disengagement member, the actuating member is connected with the first end of the transmission member through the anti-disengagement member, the second end of the transmission member is connected with the damper, and the anti-disengagement member has a limit position constrained by the mounting member to limit the actuating member from continuously pulling the transmission member.

[0025] In an embodiment, the actuating member is movable in the first direction to pull the transmission member, and the anti-disengagement member is exposed outside the mounting member, and the anti-disengagement member in the limit position abuts against the end surface of the mounting member close to the transmission member.

[0026] In an embodiment, the anti-disengagement member is provided with a first assembly hole and a second assembly hole, and the end of the actuating member is mounted on the first assembly hole, and the first end of the transmission member is mounted on the second assembly hole.

[0027] In an embodiment, the first end of the transmission member is provided with a spherical clamping protrusion, and the spherical clamping protrusion is rotatably clamped on the second assembly hole.

[0028] In an embodiment, the actuating member is provided with an external threaded column, and the first assembly hole has an internal thread, and the first assembly hole is threadedly connected on the external threaded column.

[0029] In an embodiment, the damper is rotatably arranged in the air duct, and the transmission structure further comprises a rocker arm, the rocker arm is coaxially rotatable with the damper, the second end of the transmission member is provided with a sleeve ring, and the rocker arm is provided with a mounting column on the side away from the damper, and the sleeve ring is rotatably sleeved on the mounting column.

[0030] The present application further provides an aircraft comprising an air duct and the aforementioned damper control mechanism, and the damper of the damper control mechanism is movably arranged on the air duct.

[0031] In an embodiment, the aircraft is configured as an electric vertical take-off and landing aircraft.

[0032] In an embodiment, the aircraft further comprises a cabin, the air duct comprises a ram air inlet duct, the ram air inlet duct is communicated between the external space of the aircraft and the internal space of the cabin, and the damper is movably arranged on the ram air inlet duct.

[0033] The technical scheme of the present application, through the limiting cooperation of the first gear matching part and the second gear matching part, causes the actuating member to be constrained in different fixed gear positions, and causes the damper to be stably and reliably constrained at the corresponding damper opening degree. Compared with relying only on the output torque of the steering engine to maintain the damper opening degree, the scheme of the present application is not prone to the problem of damper opening degree deviation or drift under vibration, thereby improving the problem of unstable damper opening degree of the aircraft. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0035] Figure 1 A schematic diagram of the structure of an embodiment of the aircraft provided by the present invention; Figure 2 A schematic diagram of the structure of an embodiment of the damper control mechanism provided by the present invention when the actuator is in the first position; Figure 3 for Figure 2 The illustrated embodiment is a structural diagram of the actuator in the second position. Figure 4 for Figure 2 The illustrated embodiment is a structural diagram of the actuator in the third position. Figure 5 for Figure 2 A schematic diagram showing the position of the damper in the air duct; Figure 6 for Figure 3 A schematic diagram showing the position of the damper in the air duct; Figure 7 for Figure 4 A schematic diagram showing the position of the damper in the air duct; Figure 8 for Figure 2 Exploded view of the actuation and transmission structures shown; Figure 9 for Figure 8 A schematic diagram of the internal structure of the structure shown from another perspective; Figure 10 for Figure 9 A schematic diagram of the internal structure of the mounting component shown; Figure 11 for Figure 10 The front view of the mounting component shown; Figure 12 for Figure 11 The planar development view of the shape of the installation component at section A shown; Figure 13 for Figure 2 Exploded view of the damper and transmission structure shown; Figure 14 for Figure 13 A schematic diagram of the assembly relationship of the structure shown; Figure 15The front view of the mounting member of another embodiment of the damper control mechanism provided by the present application; Figure 16 The front view of the mounting member of another embodiment of the damper control mechanism provided by the present application; Figure 15 The planar development of the shape of the mounting member shown in cross section B; Figure 17 The front view of the mounting member of another embodiment of the damper control mechanism provided by the present application; Figure 18 The front view of the mounting member of another embodiment of the damper control mechanism provided by the present application; Figure 17 The planar development of the shape of the mounting member shown in cross section C.

[0036] Brief Description of the Drawings: 100, actuating structure; 110, actuating member; 111, first engaging portion; 112, insertion protrusion; 112a, first end surface section; 112b, second end surface section; 112c, third end surface section; 113, limiting protrusion; 114, handle; 115, first rod portion; 116, second rod portion; 117, indicating structure; 118, externally threaded column; 120, mounting member; 121, second engaging portion; 122, insertion groove; 122a, first bottom surface section; 122b, second bottom surface section; 122c, third bottom surface section; 123, first groove side surface; 124, second groove side surface; 125, first edge; 126, second edge; 127, mounting hole; 128, positioning surface; 129, mounting lug; 200, transmission structure; 210, transmission member; 211, spherical clamping protrusion; 212, collar; 213, wire drawing of pull cable; 214, sheath of pull cable; 220, anti-disengaging member; 221, first assembly hole; 222, second assembly hole; 223, clearance hole section; 224, clamping hole section; 230, rocker arm; 231, mounting column; 301, damper; 302, elastic member; 401, aircraft nose; 402, cabin; 403, cabin air outlet; 404, ram air inlet; 405, ram air duct; 406, air outlet duct; 407, pressure relief valve.

[0037] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0038] The technical solutions in the embodiments of the present application will be clearly and completely described with reference to the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0039] It should be noted that if the embodiments of the present application involve directionality indication (such as up, down, left, right, front, back, etc.), the directionality indication is only used to explain the relative position relationship, motion condition, etc. between components in a certain posture, and if the certain posture changes, the directionality indication also changes accordingly.

[0040] In addition, if the embodiments of the present application involve descriptions such as "first", "second", etc., the descriptions of "first", "second", etc. are only for description purposes and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, "and / or" or "and / or" appearing throughout the text means that the three parallel schemes are included, for example, "A and / or B" includes A scheme, or B scheme, or A and B are satisfied at the same time. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the scope of protection required by the present application.

[0041] The damper control mechanism of the aircraft is mainly used to adjust the opening degree of the ram air inlet damper. However, the damper control mechanism in the prior art has the following defects: (1) The damper opening degree adjustment only relies on the electric actuator as the power source, and there is a risk of "damper out of control due to power failure or actuator failure", and the reliability is low. Specifically, the electric actuator as the only power source must be continuously powered by the on-board power supply to drive the damper to move. During flight, if the power supply system fails (such as battery power failure, power supply line short circuit or damage), or the extreme environment causes the internal electronic components of the actuator to fail, the actuator will lose the ability to output torque. At this time, the damper will be fixed at the current opening degree, and the ram air intake cannot be adjusted, which directly affects the safety and environmental control of the cabin ventilation. The reason is that too much attention is paid to the "convenience of electric adjustment" during development, and the possibility of power failure during flight is not fully considered, and the strict requirement of the aviation environmental control system "still needs to be reliably operated in the absence of electricity" is not met.

[0042] (2) Only rely on the rudder torque to maintain the damper opening, in the vibration environment, the reliability of the damper opening is poor. Specifically, the damper opening completely depends on the sustained torque output by the rudder. In a high-frequency vibration environment (such as engine vibration, airflow turbulence), the rudder torque is easily affected by fluctuations, and if the torque is insufficient, the damper is easily offset by airflow impact. In addition, the cable connecting the rudder and the damper is easily deformed under vibration, causing the actual opening of the damper to deviate from the target opening, and even "opening drift". These situations will directly lead to unstable ram air intake, which cannot guarantee the consistency of the cabin environment, and does not meet the requirements of the aviation environmental control system for "working condition stability". The reason is that the "power-driven" and "opening maintenance" functions are completely bound to the rudder during development, and the influence of the vibration environment on the cable is ignored.

[0043] (3) The transmission structure is easily damaged due to excessive traction. Specifically, the cable is clamped at both ends of the rudder and the rocker arm, respectively, when the user (for example, the pilot) misoperates or extreme airflow impact causes the cable to be suddenly stressed, it is easy to be loosened due to excessive tension, whether it is loosened from the rocker arm or loosened from the rudder. In addition, the cable may be broken due to excessive stretching, or the rocker arm may be irreversibly plastically deformed under strong traction. These situations will all cause the transmission structure to fail, making the damper completely lose control. The reason is that there is a lack of safety redundancy design during development, only the "normal transmission" function is concerned, and the risk of "misoperation" or "excessive traction force in extreme conditions" is not fully considered.

[0044] (4) The damper opening adjustment has "two polarization" defects, or stepless adjustment, or only two openings of full opening and full closing, which cannot accurately adapt to the ram air intake demand in multiple flight conditions. Specifically, stepless adjustment realizes continuous change of damper opening through forward and reverse rotation of the rudder output shaft, but the demand for ram air intake is different at different flight speeds. The lack of clear opening positioning in stepless adjustment makes it difficult for users to quickly determine whether the current opening is suitable for the working condition, and repeated fine tuning is required, which is low in operation efficiency. In addition, only relying on the rudder torque to maintain the opening, the reliability is poor in the vibration environment, resulting in unstable ram air intake. The scheme that only supports "full opening" or "full closing" cannot meet the differentiated air intake demand, or the air intake is too high due to full opening, or the cabin is oxygen-deficient or the temperature is unbalanced due to full closing, and the adaptability is poor. The reason is that during development, excessive pursuit of "stepless adjustment universality" or limitation to "simple opening / closing low cost" ignores the core demand for "accurate, graded working condition matching" in aviation scenarios.

[0045] In the related art, on the one hand, since only the electric rudder is used as the only power source for the movement of the air door, the air door cannot be controlled due to power failure or rudder failure, resulting in insufficient safety of the aircraft. On the other hand, the air door opening adjustment mode cannot adapt to the ram air intake demand under multiple flight conditions, and only the output torque of the rudder is used to maintain the air door opening, resulting in instability of the air door opening of the aircraft. On the other hand, in the scheme in which the electric rudder drives the air door to rotate through a cable and a rocker arm, since the two ends of the cable are respectively clamped on the rudder and the rocker arm, the cable is prone to disengagement, cable breakage or rocker arm deformation due to excessive traction, resulting in low reliability of the transmission structure of the aircraft.

[0046] In view of this, on the one hand, the present application provides an air door control mechanism which can improve the problem of insufficient safety of the aircraft.

[0047] Specifically, please refer to Figures 2 to 4 , wherein, Figures 2 to 4 The transmission member 210 shown is in a discontinuous state, which is to enable other structures to occupy more pages. It can be understood that, in actual application, the transmission member 210 is a continuous and uninterrupted structure. Secondly, Figures 2 to 4 The part of the structure shown is a wireframe diagram with hidden lines, mainly including the actuating member 110, the mounting member 120, the anti-disengagement member 220 and the local area of the transmission member 210 close to the anti-disengagement member 220, which is to better understand the internal coordination relationship of these structures.

[0048] Please refer to Figures 2 to 4 , in some embodiments of the present application, the air door control mechanism comprises an air door 301 and an actuating structure 100. Wherein, the air door 301 is movably installed in the ram air inlet duct 405 of the aircraft. The actuating structure 100 comprises an actuating member 110 for manual operation. The transmission structure 200 is connected between the actuating member 110 and the air door 301, and can transmit the operating force of the actuating member 110 to the air door 301 to drive the air door 301 to adjust the opening.

[0049] The actuating member 110 is used as the power source for the movement of the air door 301 in the embodiment of the present application, and the user can manually operate the actuating member 110 to manually adjust the opening of the air door 301. At the same time, from the actuating structure 100 to the air door 301 through the transmission structure 200, the entire transmission path adopts a full mechanical structure, without using electronic components and without relying on any on-board power supply. In this way, in the event of power interruption or rudder failure, the user can still reliably adjust the opening of the air door 301 by manual means, thereby improving the safety and reliability of the aircraft.

[0050] In another aspect, the present application also provides a damper control mechanism, which can improve the instability of the damper 301 opening degree and adapt to the ram air intake demand under multiple flight conditions.

[0051] Specifically, please refer to Figures 2 to 4 In some embodiments of the present application, the damper control mechanism comprises a damper 301 and an actuating structure 100. The damper 301 is movably installed in the air duct of the aircraft. The actuating structure 100 comprises an actuating member 110 and a mounting member 120, and the actuating member 110 is movably installed on the mounting member 120. The actuating member 110 is connected with the damper 301 and can drive the damper 301 to adjust the opening degree. One of the mounting member 120 and the actuating member 110 is provided with a first gear portion 111, and the other is provided with a plurality of second gear portions 121. The first gear portion 111 can be selectively limited and connected with the plurality of second gear portions 121, so that the actuating member 110 is constrained in different fixed gear positions. The actuating member 110 has discontinuous multiple fixed gear positions, and different fixed gear positions correspond to different opening degree settings of the damper 301.

[0052] In the embodiments of the present application, the first gear portion 111 and the second gear portion 121 are limited and matched, so that the actuating member 110 is constrained in different fixed gear positions, and the damper 301 is stably and reliably constrained in the corresponding damper 301 opening degree. The fixed gear position refers to that the actuating member 110 is temporarily fixed in a definite and discontinuous position state after the first gear portion 111 is limited and connected with the second gear portion 121.

[0053] Compared with the scheme that the output shaft of the steering engine is continuously rotated (without fixed gear position) to realize the stepless adjustment of the damper 301 opening degree, the fixed gear position of the present application can make the damper 301 have a more definite opening degree positioning during the opening degree adjustment, and improve the accuracy and stability of the damper 301 opening degree control. More importantly, through the limited matching of the first gear portion 111 and the second gear portion 121, the damper 301 can be more reliably maintained at the target opening degree. Compared with the scheme that only relies on the output shaft torque of the steering engine to maintain the damper 301 opening degree, the scheme of the present application is not prone to the problem of damper 301 opening degree deviation or drift under vibration, so as to improve the instability of the damper 301 opening degree of the aircraft.

[0054] In addition, since the actuating member 110 is designed with multiple (i.e. three or more) fixed gears, each specific fixed gear corresponds to a different opening size of the air door 301. The correspondence between the fixed gears and the opening size of the air door 301 makes the air door control mechanism more flexible and adaptable, so as to effectively meet the diversified requirements of the ram air intake system under different flight conditions. Whether it is low-speed cruising or high-speed flight, the actuating member 110 can be adjusted to the corresponding fixed gear to ensure that the opening size of the air door 301 reaches the optimal or better state to adapt to the air intake requirements in various complex flight environments.

[0055] In another aspect, the present application further provides an air door control mechanism which can improve the low reliability of the transmission structure 200.

[0056] Specifically, please refer to Figures 2 to 4 In some embodiments of the present application, the air door control mechanism comprises an air door 301, an actuating structure 100 and a transmission structure 200. The air door 301 is movably installed in the air duct of the aircraft. The transmission structure 200 is connected between the actuating member 110 and the air door 301, and can transmit the operating force of the actuating member 110 to the air door 301 to drive the air door 301 to adjust the opening size. The actuating structure 100 comprises the actuating member 110 and a mounting member 120, and the actuating member 110 is mounted on the mounting member 120. The transmission structure 200 comprises a transmission member 210 and an anti-disengagement member 220, and the actuating member 110 is connected to the first end of the transmission member 210 through the anti-disengagement member 220, the second end of the transmission member 210 is connected to the air door 301, and the anti-disengagement member 220 has a limit position constrained by the mounting member 120 to limit the actuating member 110 from continuously pulling the transmission member 210.

[0057] In the embodiments of the present application, the anti-disengagement member 220 is used as an intermediate medium and is connected between the actuating member 110 and the transmission member 210, and the connection between the anti-disengagement member 220 and the actuating member 110 is more reliable. With the constraint force between the anti-disengagement member 220 and the mounting member 120, the traction force of the transmission member 210 from the limit position can be offset. That is, in the movement stroke before the limit position, the traction force of the actuating member 110 acts on the transmission member 210 through the anti-disengagement member 220, so that the transmission member 210 can be normally pulled. At the limit position, the traction force of the actuating member 110 is offset by the constraint force of the anti-disengagement member 220 from the mounting member 120, so that the transmission member 210 will not be excessively pulled. In this way, the transmission member 210 can be prevented from being excessively pulled to cause disengagement or breakage, thereby improving the reliability of the transmission structure 200 of the aircraft.

[0058] It should be noted that in the embodiments of the present application, the actuating member 110 can refer to those structures designed for manual operation, such as a handle 114, a joystick, etc. These components can realize the control and adjustment of the damper 301 by manually exerting operating force. Meanwhile, the actuating member 110 can also refer to those automated structures driven by electricity, such as an electric rudder. This kind of component can accurately execute control instructions and realize the automation of the device by being driven by a motor.

[0059] For example, in the embodiment in which the damper control mechanism comprises the anti-disengagement member 220, the actuating member 110 can be an electric rudder, and the mounting member 120 can be a fuselage frame or a wind tunnel wall, and the electric rudder is mounted on the wind tunnel wall or the fuselage frame. The anti-disengagement member 220 is connected between the electric rudder and the transmission member 210, and within the effective stroke of the transmission member 210, the anti-disengagement member 220 can move together with the transmission member 210. When the anti-disengagement member 220 reaches its limit position and abuts against the wind tunnel wall or the fuselage frame, the output torque of the electric rudder will act on the wind tunnel wall or the fuselage frame through the anti-disengagement member 220, so that the transmission member 210 can be prevented from being further pulled with great force and disengaged or broken.

[0060] In the present application, the mounting position and mounting form of the mounting member 120 are not specifically limited. For example, the mounting member 120 can be mounted on the wind tunnel wall of the wind tunnel, or mounted on the fuselage frame, or mounted on the cockpit instrument panel. The mounting member 120 can be provided with a mounting lug 129, and the mounting lug 129 is provided with a hole for a screw, and then the mounting member 120 is locked and fixed by using a screw.

[0061] The damper 301 is movably mounted in the wind tunnel of the aircraft, and by adjusting the opening degree of the damper 301, the gas flow rate through the wind tunnel can be controlled. For example, the larger the opening degree of the damper 301, the more the gas flow rate through the wind tunnel. The smaller the opening degree of the damper 301, the less the gas flow rate through the wind tunnel. The opening degree of the damper 301 can be expressed in percentage form, for example, the opening degree of the damper 301 is zero, which means that the gas flow rate is zero, i.e. the damper 301 is completely closed and blocks the gas flow. The opening degree of the damper 301 is 100%, which means that the gas flow rate reaches the maximum, i.e. the damper 301 is completely open. In actual application, the opening degree of the damper 301 can be accurately adjusted according to the specific needs and flight state of the aircraft to realize the optimal control of the gas flow rate.

[0062] It should be noted that the damper control mechanism of the present application can be used in any ventilation system of the aircraft, at any position of the wind tunnel. Including but not limited to being used in the ram air inlet wind tunnel 405 and the outlet wind tunnel 406 of the aircraft, etc.

[0063] Without loss of generality, in the aircraft environmental control system, the ram air ventilation system uses the ram effect of airflow during flight to provide ventilation for the cabin 402, and its core function is to control the air intake amount by adjusting the opening of the damper 301 to adapt to the air intake amount requirement of the cabin 402 at different flight speeds of the aircraft. This air intake method does not require additional power devices and can effectively utilize natural conditions during flight to improve air intake efficiency.

[0064] The ram air inlet duct 405 refers to a special channel designed to realize the ram air intake function, which is responsible for guiding external air to the position inside the aircraft that needs air. For example, it can be directly introduced into the internal space of the cabin 402, or it can be first introduced into the air conditioner and then guided to the internal space of the cabin 402. In the embodiment where the damper 301 is movably installed in the ram air inlet duct 405, by adjusting the opening of the damper 301, the amount of air entering the cabin 402 can be effectively managed to adapt to the air intake amount requirement of the cabin 402 at different flight speeds of the aircraft.

[0065] The ram air inlet duct 405 is the core component that ensures ventilation of the cabin 402, and it meets the air intake amount requirement of the cabin 402 by introducing external airflow. Precise control of the ram air intake amount is directly related to the operating efficiency of the environmental control system. When the air intake amount of the ram air inlet duct 405 is insufficient, the cabin 402 is prone to problems such as oxygen deficiency and excessively high temperature (the temperature of the cabin 402 during summer flight may exceed 40℃). When the air intake amount of the ram air inlet duct 405 is excessive, it will cause a sudden increase in the aerodynamic resistance of the ram air inlet duct 405, increase the energy consumption of the aircraft, and cause problems such as excessive airflow noise.

[0066] The air outlet duct 406 refers to a channel that exhausts the air inside the aircraft after processing or use to the outside, ensuring the air quality inside the aircraft and maintaining appropriate pressure balance. In the embodiment where the damper 301 is movably installed in the air outlet duct 406, by adjusting the opening of the damper 301, the amount of air flowing out of the cabin 402 can be effectively managed.

[0067] For example, please refer to Figure 1 , Figure 1 a partial structure schematic diagram of an embodiment of an aircraft is shown. The nose 401 of the aircraft is provided with a ram air inlet 404, and the front end of the cabin 402 is provided with an internal air outlet 403. The ram air inlet duct 405 is connected between the ram air inlet 404 and the internal air outlet 403 to introduce external air into the cabin 402. The tail of the aircraft is also provided with an air outlet duct 406, which is connected between the tail end of the cabin 402 and the external space of the tail. The air outlet duct 406 can be provided with a pressure relief valve 407.

[0068] Please refer to Figure 1In some embodiments, the damper 301 can be arranged on the ram air inlet 405, and the pressure relief valve 407 can be arranged on the air outlet 406. The outside air of the aircraft can flow into the interior space of the cabin 402 through the ram air inlet 405, and then flow out of the cabin 402 through the air outlet 406. On this basis, the pressure relief valve 407 is used to balance the pressure difference between the inside and outside of the cabin 402 of the aircraft. When the pressure in the cabin 402 is too high, the pressure relief valve 407 can be automatically opened to discharge the excess air to the outside, thereby avoiding damage to the cabin 402 due to excessive pressure. When the pressure in the cabin 402 decreases to a certain extent, the pressure relief valve 407 will be automatically closed to prevent uncontrolled inflow of outside air into the cabin 402, affecting the environmental stability in the cabin 402. This design effectively improves the safety and comfort of the aircraft under various flight conditions.

[0069] For the convenience of writing, the following will be explained and described by taking the example that the damper 301 is movably arranged on the ram air inlet 405, and the actuating member 110 is a structure for manual operation.

[0070] The actuating structure 100 includes the actuating member 110 for manual operation, which is designed with a part convenient for the pilot to hold and operate, such as a handle 114 or a push-pull rod, etc. By manually operating the actuating member 110, the damper 301 can be driven to adjust the opening degree. This manual operation mode has higher reliability and safety compared with the electric control system, especially when the electric control system fails, the opening degree of the damper 301 can still be adjusted by manual operation to ensure that the ram air intake of the aircraft adapts to the demand of the cabin 402.

[0071] For example, please refer to Figure 3 In some embodiments, the actuating member 110 includes the handle 114, which includes the intersecting first rod portion 115 and the second rod portion 116, the first rod portion 115 extends along the reference line and is arranged on the mounting member 120, and the second rod portion 116 is exposed inside the cabin 402 of the aircraft. In this way, the structure is simple and easy to operate.

[0072] On this basis, the actuating member 110 has discontinuous multiple fixed gears, and different fixed gears correspond to different opening degree settings of the damper 301. In this way, the pilot can manually operate the actuating member 110 to switch between different fixed gears, thereby realizing accurate adjustment of the opening degree of the damper 301.

[0073] For example, please refer to Figures 2 to 4Optionally, in some embodiments, the actuating member 110 is movable along a reference line to switch between the plurality of fixed gears. The reference line can be a straight line, a regular curve or an irregular curve. For example, in embodiments where the actuating member 110 comprises a first rod portion 115 and a second rod portion 116 intersecting with each other, the reference line can be the central axis of the first rod portion 115. In this way, the gear switching is performed by moving the actuating member 110, which is simple and easy to operate. Of course, in other embodiments, the actuating member 110 can also be rotated around the reference line to switch between the plurality of fixed gears.

[0074] Please refer to Figures 9 to 11 , Figure 9 and Figure 10 The partial structure shown is a wireframe diagram with hidden lines, mainly including the actuating member 110, the mounting member 120, the anti-disengagement member 220 and the local area of the transmission member 210 close to the anti-disengagement member 220, which aims to better understand the internal cooperation relationship of these structures. Figure 11 For Figure 10 The front view of the mounting member 120 from the perspective of the direction opposite to the first direction. Figure 11 There are three filled-in sector areas, corresponding to the three plug-in grooves 122 respectively.

[0075] Please refer to Figures 9 to 11 Optionally, in some embodiments, the plurality of second gear matching portions 121 are distributed along the reference line and are distributed in a staggered manner in the circumferential direction of the reference line, and the actuating member 110 is switched to different fixed gears by moving along the reference line and rotating around the reference line.

[0076] Since the plurality of second gear matching portions 121 are distributed in a staggered manner in the circumferential direction of the reference line, the actuating member 110 needs to be rotated around the reference line to make the first gear matching portion 111 limit with the second gear matching portion 121. For example, the actuating member 110 can first move along the reference line, then rotate around the reference line, so that the first gear matching portion 111 is disengaged from the current second gear matching portion 121, and then is limitingly connected with another second gear matching portion 121. Alternatively, the actuating member 110 can first rotate around the reference line, then move along the reference line, so that the first gear matching portion 111 is disengaged from the current second gear matching portion 121, and then is limitingly connected with another second gear matching portion 121. Of course, other moving and rotating manners can also be used, which are not limited in the present application.

[0077] Thus, in order to switch gears, the actuating member 110 needs to move along the reference line and rotate around the reference line. This makes the movement trajectory of the actuating member 110 more complex, so that the pose of the actuating member 110 in different gears has more significant differences, thereby facilitating the blind operation of the actuating member 110. That is, the user can clearly identify the current gear according to the feedback given to the hand by the actuating member 110 in different poses, even without observing by eyes.

[0078] Please refer to Figure 12 Optionally, in some embodiments, one of the first gear part 111 and the second gear part 121 is provided with a plug-in groove 122, and the other is provided with a plug-in protrusion 112, which can be adapted to be plugged into the plug-in groove 122 to limit the rotation of the first gear part 111. Thus, through the mechanical cooperation of the plug-in groove 122 and the plug-in protrusion 112, the stability of the connection between the first gear part 111 and the second gear part 121 can be further ensured, avoiding the actuating member 110 from being out of the current gear due to accidental rotation. This design not only improves the reliability of the damper control mechanism, but also makes the entire gear switching process more smooth and accurate, providing a strong guarantee for the stable operation of the aircraft. At the same time, this structure is simple to process, reducing production costs and facilitating large-scale popularization and application. Of course, in other embodiments, other structure forms can also be used, for example, the first gear part 111 and the second gear part 121 can be magnetically attracted and fixed to each other.

[0079] Optionally, in some embodiments, at least three plug-in grooves 122 are sequentially distributed along the first direction. For example, please refer to Figures 10 to 12 In the present embodiment, the plug-in groove 122 is provided with three, which can be defined as the first plug-in groove 122, the second plug-in groove 122 and the third plug-in groove 122 sequentially distributed along the first direction.

[0080] Among them, Figure 11 There are three shaded sector areas in the figure, which correspond to the three plug-in grooves 122 respectively. And, Figure 11 The sector area with the largest shadow density in the figure represents the first plug-in groove 122, the sector area with the medium shadow density represents the second plug-in groove 122, and the sector area with the smallest shadow density represents the third plug-in groove 122.

[0081] Figure 12 For Figure 11 The figure shows the planar development of the shape of the mounting member cut at the cross section A, where the cross section A is a cylindrical surface with a diameter slightly smaller than the maximum outer diameter of the mounting hole 127, Figure 12 The area filled with cross-hatching in the figure corresponds to the solid part of the mounting member 120 cut at the cross section A. And, Figure 12The outer contour of the first gear portion 111 is also shown to better understand the cooperation between the first gear portion 111 and the insertion grooves 122. In the drawings, the first insertion groove 122 is at the lowest position, the second insertion groove 122 is at the middle position, and the third insertion groove 122 is at the highest position. Figure 12 The outer contour of the first gear portion 111 is also shown to better understand the cooperation between the first gear portion 111 and the insertion grooves 122. In the drawings, the first insertion groove 122 is at the lowest position, the second insertion groove 122 is at the middle position, and the third insertion groove 122 is at the highest position.

[0082] Please refer to Figure 12 Alternatively, in some embodiments, the slot of the insertion groove 122 is arranged in the opposite direction of the first direction, and the insertion protrusion 112 is inserted into the insertion groove 122 in the opposite direction of the first direction. In this embodiment, the actuator 110 can first move in the first direction to make the insertion protrusion 112 disengage from the previous insertion groove 122 (for example, the first insertion groove 122) and move towards the next insertion groove 122 (for example, the second insertion groove 122); then the actuator 110 rotates around the reference line to align the insertion protrusion 112 with the next insertion groove 122 (for example, the second insertion groove 122); finally, the actuator 110 moves in the opposite direction of the first direction to enable the insertion protrusion 112 to be inserted into the next insertion groove 122 (for example, the second insertion groove 122), thereby completing the switching of the actuator 110 between different fixed gears.

[0083] It should be noted that in the embodiments of the present application, the previous insertion groove 122 refers to the insertion groove 122 corresponding to the lower gear (for example, the first insertion groove 122), and the next insertion groove 122 refers to the insertion groove 122 corresponding to the higher gear (for example, the second insertion groove 122).

[0084] Alternatively, in some embodiments, the insertion protrusion 112 is arranged in the first gear portion 111, the insertion groove 122 is arranged in the second gear portion 121, and the at least three insertion grooves 122 are sequentially arranged in the first direction and correspond to the first gear, the second gear and the third gear that the actuator 110 sequentially passes through when moving in the first direction. When the actuator 110 rotates in the second direction, the actuator 110 sequentially passes through the first gear, the second gear and the third gear, and the opening degree of the damper 301 corresponding to the first gear, the second gear and the third gear increases sequentially.

[0085] That is, in this embodiment, the opening degree of the damper 301 corresponding to the first gear is smaller than the opening degree of the damper 301 corresponding to the second gear, and the opening degree of the damper 301 corresponding to the second gear is smaller than the opening degree of the damper 301 corresponding to the third gear. For example, the opening degree of the damper 301 corresponding to the first gear can be zero (as shown in Figure 5 ), the opening degree of the damper 301 corresponding to the second gear can be 50% (as shown in Figure 6 ), and the opening degree of the damper 301 corresponding to the third gear can be 100% (as shown in Figure 7 ).

[0086] On this basis, the movement of the actuating member 110 in the first direction can be defined as an outward pulling upshift operation, and the upshift operation corresponds to the process of increasing the opening degree of the damper 301. At the same time, the movement of the actuating member 110 in the direction opposite to the first direction can be defined as an inward pushing downshift operation, and the downshift operation corresponds to the process of reducing the opening degree of the damper 301. Wherein, the inward direction is the direction from back to front as shown in Figure 2 , and the outward direction is the direction from front to back as shown in Figure 2 , and the outward direction is the first direction.

[0087] In this way, the actuating member 110 gradually increases or reduces the opening degree of the damper 301 by moving in the same direction and rotating in the same direction, and such operation setting is more in line with the operation habit of the user. Secondly, in the embodiment in which the height of the actuating member 110 exposed in the cabin 402 gradually increases when the actuating member 110 moves in the first direction, the user can determine the current opening degree of the damper 301 according to the size of the height of the actuating member 110 exposed, thereby improving the operation convenience of the damper control mechanism. Similarly, in the embodiment in which the pose of the actuating member 110 in the cabin 402 gradually changes when the actuating member 110 rotates in the second direction, the user can determine the current opening degree of the damper 301 according to the pose of the actuating member 110, thereby improving the operation convenience of the damper control mechanism.

[0088] Please refer to Figures 2 to 4 Optionally, in some embodiments, at least three fixed gears are provided, and the central angle of the actuating member 110 rotating when switching between two adjacent fixed gears is a, and the value range of the central angle a is 30° to 150°. Further, the value range of the central angle a is 80° to 100°. For example, the central angle a can take values of 80°, 85°, 90° or 95°, etc. Such design can not only ensure the flexibility of gear switching, but also make the poses of the actuating member 110 in different gears have more significant differences, thereby ensuring the accuracy of gear switching.

[0089] Wherein, the central angle corresponding to the switching of the actuating member 110 between the first gear and the second gear, and the central angle corresponding to the switching of the actuating member 110 between the second gear and the third gear, can be the same or different. For example, both of the central angles can be set to 90°, as shown in Figures 2 to 4 .

[0090] Please refer to Figure 10 and Figure 12Optionally, in some embodiments, the insertion protrusion 112 is inserted into the insertion recess 122 in a direction opposite to the first direction, the insertion recess 122 has a first slot side 123 and a second slot side 124 sequentially distributed in the second direction, in two adjacent insertion recesses 122 in the second direction, the second slot side 124 of the former insertion recess 122 extends in the first direction until the slot edge of the latter insertion recess 122.

[0091] In this embodiment, the slot of the insertion recess 122 is arranged in the same direction as the first direction, and the insertion protrusion 112 can be inserted into the insertion recess 122 in a direction opposite to the first direction. When the insertion protrusion 112 is inserted into the insertion recess 122, the first slot side 123 and the second slot side 124 abut the two sides of the insertion protrusion 112 respectively, so as to limit the rotation of the insertion protrusion 112 and the actuating member 110, and to stably maintain the actuating member 110 in the current gear position. When the insertion protrusion 112 moves in the first direction towards the latter insertion recess 122 and is separated from the insertion recess 122, since the second slot side 124 extends in the first direction to the slot edge of the latter insertion recess 122, the second slot side 124 can guide and position the insertion protrusion 112, so that the actuating member 110 can move more smoothly to the latter insertion recess 122, thereby improving the operation convenience of the damper control mechanism. That is, in this embodiment, the second slot side 124 is reused as a guide and positioning structure of the actuating member 110.

[0092] Of course, in other embodiments, the insertion protrusion 112 can be inserted into the insertion recess 122 in a direction intersecting the first direction, or the insertion protrusion 112 can be inserted into the insertion recess 122 in the first direction.

[0093] Please refer to Figure 12 In an embodiment, the slot bottom surface of the insertion recess 122 includes a first bottom surface segment 122a, a second bottom surface segment 122b and a third bottom surface segment 122c sequentially distributed and intersecting in the second direction, the first bottom surface segment 122a and the third bottom surface segment 122c extend in the first direction obliquely in the second direction (i.e., extend obliquely from the lower right to the upper left of the drawing paper), and the second bottom surface segment 122b extends from the third bottom surface segment 122c to the first bottom surface segment 122a in the first direction; the insertion protrusion 112 is provided with a first end surface segment 112a, a second end surface segment 112b and a third end surface segment 112c corresponding to the slot bottom surface of the insertion recess 122, and the first end surface segment 112a, the second end surface segment 112b and the third end surface segment 112c sequentially distribute and intersect in the second direction.

[0094] In this embodiment, the first bottom surface segment 122a, the second bottom surface segment 122b and the third bottom surface segment 122c extend in the first direction obliquely in the second direction Figure 12The first bottom section 122a, the second bottom section 122b, the third bottom section 122c and the first slot side 123 together constitute a substantially Z shape. Figure 12 The first bottom section 122a, the second bottom section 122b, the third bottom section 122c and the first slot side 123 together constitute a substantially W shape.

[0095] In this way, on the one hand, by setting the slot bottom surface of the plug-in groove 122 to comprise the first bottom section 122a, the second bottom section 122b and the third bottom section 122c, and setting the end surface of the plug-in protrusion 112 to comprise the first end surface section 112a, the second end surface section 112b and the third end surface section 112c, the slot bottom surface area of the plug-in groove 122 can be increased, and the contact area between the plug-in protrusion 112 and the plug-in groove 122 can be increased, thereby improving the positional stability of the plug-in protrusion 112 on the plug-in groove 122.

[0096] On the other hand, during the upshift operation, the inclined third end surface section 112c can play a guiding role to make the plug-in protrusion 112 more easily jump over the first edge 125 of the next plug-in groove 122 during the rotation of the actuating member in the second direction, thereby improving the operation convenience.

[0097] Please refer to Figure 12 In an embodiment, the slot opening edge where the first slot side 123 is located is defined as the first edge 125, and among two plug-in grooves 122 adjacent in the second direction, the first edge 125 of the next plug-in groove 122 extends obliquely away from the first direction in the second direction (i.e. obliquely extends from the lower left to the upper right of the drawing paper). In this way, during the downshift operation, the inclined first edge 125 can play a guiding role to make the plug-in protrusion 112 more easily jump over the first edge 125 of the current plug-in groove 122 during the rotation of the actuating member in the direction opposite to the second direction, thereby improving the operation convenience.

[0098] Of course, the slot bottom surface of the plug-in groove 122 can also be set in other forms, for example Figures 15 to 18 In the embodiment shown, the slot bottom surface of the plug-in groove 122 is not segmented, and the slot bottom surface thereof can be obliquely extended (as shown in Figure 16 ) or horizontally extended (as shown in Figure 18 ). Details will be described below.

[0099] Similarly, the first edge 125 can also be set in other forms, for example Figure 17 and Figure 18 In the embodiment shown, the first edge 125 is horizontally extended, and each plug-in groove 122 is configured with one first edge 125. Details will be described below. It can be understood that Figure 12In the embodiment shown, the first insertion groove 122 is not configured with a separate first edge 125. In other words, the first edge 125 of the first insertion groove 122 is reused as the edge of the mounting hole 127. The second and third insertion grooves 122 are each configured with a first edge 125.

[0100] Optionally, in Figure 16 and Figure 18 In the illustrated embodiment, the height of the second groove side 124 of the same insertion groove 122 in the first direction is greater than the height of the first groove side 123 in the first direction. Thus, the second groove side 124 has a greater height, enabling it to provide a more continuous guiding effect on the actuator 110 as it moves along the reference line.

[0101] Understandable, Figure 12 In the illustrated embodiment, since the first insertion recess 122 does not have a separate first edge 125, the height of the first groove side 123 of the first insertion recess 122 is actually greater than the height of the second groove side 124. That is, Figure 12 The first insertion groove 122 of the illustrated embodiment is not subject to the limitation that "the height of the second groove side 124 of the same insertion groove 122 in the first direction is greater than the height of the first groove side 123 in the first direction".

[0102] Please see Figure 10 Optionally, in some embodiments, the mounting member 120 is provided with a mounting hole 127 extending along a reference line, and a plurality of second stop portions 121 are distributed on the hole wall surface of the mounting hole 127. A first stop portion 111 is provided on the portion of the actuator 110 that extends into the mounting hole 127. That is, the actuator 110 can move along the axis of the mounting hole 127 and can rotate about the axis of the mounting hole 127. The first stop portion 111 and the second stop portion 121 are both provided in the mounting hole 127, which can protect both of them to reduce the interference of external factors on the selective limiting and matching process of the two, thereby improving the functional reliability of the damper control mechanism. Of course, in other embodiments, the mounting hole 127 may not be provided. For example, a plurality of second stop portions 121 are distributed on the outer peripheral surface of the mounting post 231.

[0103] Please see Figure 2Optionally, in some embodiments, the damper control mechanism further comprises a resilient member 302 acting on the actuating member 110, the resilient potential energy of the resilient member 302 increases during the movement of the actuating member 110 in the first direction, and the resilient member 302 can keep the first gear part 111 in the state of being limitedly connected with the second gear part 121. It can be understood that, in the embodiment provided with the insertion protrusion 112 and the insertion groove 122, the resilient member 302 can keep the insertion protrusion 112 in the state of being limitedly abutted against the groove wall of the insertion groove 122. The resilient member 302 can be directly connected with the actuating member 110 or indirectly connected with the actuating member 110 through other structures, such as the transmission structure 200.

[0104] In one aspect, the elastic force of the resilient member 302 acting on the actuating member 110 and the constraint force of the groove bottom surface and the first edge 125 of the insertion groove 122 acting on the actuating member 110 together limit the movement freedom of the actuating member 110 along the reference line. In this way, the insertion protrusion 112 can be more tightly abutted against the groove bottom surface and the first edge 125 of the insertion groove 122. That is, the resilient member 302 and the insertion groove 122 together act as a gear locking structure of the actuating member 110, enhance the vibration resistance of the actuating member 110, and ensure that the actuating member 110 can always remain in the target gear position, the damper 301 can always remain in the target opening degree, and the ram air intake amount can be uniformly and controllably ensured in the scenarios of take-off, bumping and the like.

[0105] On the other hand, when the actuating member 110 loses the external operating force, the resilient member 302 releases the elastic potential energy and pushes the actuating member 110 to move in the direction opposite to the first direction, thereby achieving automatic reset. Thus, the operation convenience of the actuating member 110 in the gear down operation (for example, switching from the third gear position to the second gear position) can be improved.

[0106] It should be noted that, in the stage where the force of the resilient member 302 can drive the actuating member 110 to move by itself in the direction opposite to the first direction, the user can directly cancel the operating force on the actuating member 110 or keep applying the operating force to the actuating member 110. For the former, the main power source for the movement of the actuating member 110 is the resilient member 302. For the latter, the power source for the movement of the actuating member 110 includes the resilient member 302 and the external operating force.

[0107] It can be understood that, in the gear up operation of pulling the actuating member 110 outward, the force of the resilient member 302 is the resistance for the movement of the actuating member 110. In the gear down operation of pushing the actuating member 110 inward, the force of the resilient member 302 is one of the power sources for the movement of the actuating member 110.

[0108] For the convenience of understanding the structure of the insertion groove 122 and the cooperation between the insertion protrusion 112 and the insertion groove 122, the following will be described in detail with the example that the air door control mechanism comprises the elastic member 302, the mounting member 120 is provided with the mounting hole 127, and the hole wall surface of the mounting hole 127 is provided with three insertion grooves 122.

[0109] Specifically, please refer to Figures 10 to 12 . In Figure 10 , the first insertion groove 122 is located at one end of the mounting hole 127 close to the air door 301 (the front end in Figure 10 ), the second insertion groove 122 is located at the middle part of the mounting hole 127, and the third insertion groove 122 is located at one end of the mounting hole 127 away from the air door 301 (the rear end in Figure 10 ).

[0110] In Figure 12 the drawing, the first insertion groove 122 is located at the lowest position, the second insertion groove 122 is located at the middle position, and the third insertion groove 122 is located at the highest position.

[0111] Among them, the second slot side surface 124 of the first insertion groove 122 extends to the first edge 125 of the second insertion groove 122 along the first direction, that is, the second edge 126 of the first insertion groove 122 and the first edge 125 of the second insertion groove 122 are the same structure. Similarly, the second slot side surface 124 of the second insertion groove 122 extends to the first edge 125 of the third insertion groove 122 along the first direction, that is, the second edge 126 of the second insertion groove 122 and the first edge 125 of the third insertion groove 122 are the same structure. The second slot side surface 124 of the third insertion groove 122 extends to the hole edge of the mounting hole 127 away from the air door 301 along the first direction.

[0112] In Figure 2 the state shown, that is, when the actuating member 110 is in the first gear position, the insertion protrusion 112 is inserted into the first insertion groove 122, and the two side surfaces of the insertion protrusion 112 abut against the first slot side surface 123 and the second slot side surface 124 of the insertion groove 122, respectively.

[0113] The process of switching the actuating member 110 from the first gear position to the second gear position includes three stages. Specifically, first, the actuating member 110 is pulled in the first direction to move the insertion protrusion 112 in the first direction (with a large displacement) until the insertion protrusion 112 is just able to pass over the first edge 125 of the second insertion groove 122. Then, the actuating member 110 is rotated in the second direction (the actuating member 110 rotates about its own central axis) to rotate the insertion protrusion 112 in the second direction until the insertion protrusion 112 is aligned with the second insertion groove 122. Finally, the operating force on the actuating member 110 is removed, i.e., the actuating member 110 is released, so that the actuating member 110 can move in the direction opposite to the first direction under the action of the elastic member 302 (with a small displacement) until the insertion protrusion 112 is inserted into the second insertion groove 122.

[0114] In the process of pulling the actuating member 110 in the first direction, the two sides of the insertion protrusion 112 slide against the first groove side 123 and the second groove side 124 of the first insertion groove 122, respectively. At this time, the first groove side 123 and the second groove side 124 play a guiding role, which can make the movement of the actuating member 110 more smooth and stable.

[0115] In the process of rotating the actuating member 110 in the second direction, when the side of the insertion protrusion 112 abuts against the second groove side 124 of the second insertion groove 122, the insertion protrusion 112 is just aligned with the second insertion groove 122. At this time, the second groove side 124 plays a positioning role, which can support the user to judge whether the insertion protrusion 112 is aligned with the insertion groove 122 by hand feeling, and is more conducive to realizing the blind operation of the gear position switching of the actuating member 110.

[0116] In the process of releasing the actuating member 110 to make the actuating member 110 automatically retreat, the two sides of the insertion protrusion 112 slide against the first groove side 123 and the second groove side 124 of the second insertion groove 122, respectively. At this time, the first groove side 123 and the second groove side 124 play a guiding role, which can make the actuating member 110 more accurately and smoothly inserted into the second insertion groove 122.

[0117] Similarly, the process of switching the actuating member 110 from the second gear position to the third gear position also includes three stages, and the change principle of the cooperation relationship between the insertion protrusion 112 and the insertion groove 122 in the three stages is basically the same as that described above.

[0118] It can be understood that the gear position switching of the actuating member 110 is not limited to the gear positions being switched in sequence, such as from the first gear position to the second gear position, or from the second gear position to the third gear position. It can also be that the second gear position is skipped, and the actuating member 110 is directly switched from the first gear position to the third gear position, or directly switched from the third gear position to the first gear position.

[0119] It is understandable that the process of switching the actuating member 110 from the second gear position to the first gear position also includes three stages, and the change principle of the cooperation relationship between the insertion protrusion 112 and the insertion groove 122 in the three stages is basically the same as above, and the change process is basically opposite to the process above.

[0120] Specifically, the process of switching the actuating member 110 from the second gear position to the first gear position is to first pull the actuating member 110 in the first direction to move (with a small displacement) the insertion protrusion 112 in the first direction until the insertion protrusion 112 is just able to overcome the first edge 125 of the second insertion groove 122. Then rotate the actuating member 110 in the direction opposite to the second direction to rotate the insertion protrusion 112 in the direction opposite to the second direction until the insertion protrusion 112 is aligned with the first insertion groove 122. In this process, when the side surface of the insertion protrusion 112 abuts against the first groove side surface 123 of the first insertion groove 122, the insertion protrusion 112 is just aligned with the first insertion groove 122. Finally, the operating force on the actuating member 110 is removed, that is, the actuating member 110 is released, so that the actuating member 110 can move (with a large displacement) in the direction opposite to the first direction under the action of the elastic member 302 until the insertion protrusion 112 is inserted into the first insertion groove 122.

[0121] Similarly, the process of switching the actuating member 110 from the third gear position to the second gear position, and the process of switching the actuating member 110 from the third gear position to the first gear position can be known. This application will not expand here.

[0122] Please refer to Figure 15 and Figure 16 , wherein, Figure 15 There are three shaded sector areas in the figure, which correspond to the three insertion grooves 122 respectively. And, Figure 15 The sector area with the largest shadow density in the figure represents the first insertion groove 122, the sector area with the medium shadow density represents the second insertion groove 122, and the sector area with the smallest shadow density represents the third insertion groove 122.

[0123] Please refer to Figure 16 Optionally, in other embodiments, the edge of the slot where the first groove side surface 123 is located is defined as the first edge 125, the insertion protrusion 112 is provided with a limiting protrusion 113 on the side surface, the limiting protrusion 113 can abut against the first edge 125, and / or the insertion protrusion 112 can abut against the groove bottom surface of the insertion groove 122.

[0124] In the embodiment, the edge of the slot where the first slot side 123 is located is defined as the first edge 125, and the edge of the slot where the second slot side 124 is located is defined as the second edge 126. By abutting the first edge 125 of the plug-in groove 122 with the limiting protrusion 113 and abutting the plug-in convex portion 112 on the bottom surface of the plug-in groove 122, the movement of the actuating member 110 in the direction opposite to the first direction is restricted, so that the actuating member 110 can be more stably maintained in the current gear position.

[0125] Of course, in other embodiments, the limiting protrusion 113 can not be provided, and only the plug-in convex portion 112 abutting on the bottom surface of the plug-in groove 122 can be relied on to restrict the movement of the actuating member 110 in the direction opposite to the first direction. For example Figure 12 In the embodiment shown, the limiting protrusion 113 is not provided.

[0126] Alternatively, the limiting protrusion 113 can be provided, but only the limiting protrusion 113 abutting on the first edge 125 of the plug-in groove 122 can be relied on to restrict the movement of the actuating member 110 in the direction opposite to the first direction, and the plug-in convex portion 112 has a gap with the bottom surface of the plug-in groove 122.

[0127] Please refer to Figure 16 Alternatively, in another embodiment, the first edge 125 extends obliquely away from the first direction in the second direction, and the end surface of the limiting protrusion 113 facing the first edge 125 extends obliquely away from the first direction in the second direction.

[0128] Please refer to Figure 15 and Figure 16 Alternatively, in another embodiment, the bottom surface of the plug-in groove 122 extends obliquely along the first direction in the second direction, and the end surface of the plug-in convex portion facing the plug-in groove 122 extends obliquely along the first direction in the second direction. That is, the bottom surface of the plug-in groove 122 and the first slot side 123 together form a substantially V-shaped structure in Figure 16 the second direction.

[0129] In this way, on the one hand, by setting the bottom surface of the plug-in groove 122 and the end surface of the plug-in convex portion 112 to extend obliquely, the area of the bottom surface of the plug-in groove 122 can be increased, and the contact area between the plug-in convex portion 112 and the plug-in groove 122 can be increased, so that the position stability of the plug-in convex portion 112 on the plug-in groove 122 can be improved.

[0130] On the other hand, during the upshift operation, the end surface of the oblique plug-in convex portion 112 can play a guiding role during the rotation of the actuating member in the second direction, so that the plug-in convex portion 112 can more easily climb over the first edge 125 of the next plug-in groove 122, thereby improving the operation convenience.

[0131] In another aspect, during the downshift operation, the inclined first edge 125 can play a guiding role to make the insertion protrusion 112 more easily jump over the first edge 125 of the current insertion recess 122, thereby improving the operation convenience.

[0132] Of course, the bottom surface of the insertion recess 122 and the first edge 125 can also not be inclinedly extended. For example, please refer to Figure 17 and Figure 18 In yet another embodiment, the first edge 125 extends along the second direction, the end surface of the limiting protrusion 113 facing the first edge 125 extends along the second direction, the bottom surface of the insertion recess 122 extends along the second direction, and the end surface of the insertion protrusion facing the insertion recess 122 extends along the second direction. In this way, the structure is simple and easy to manufacture the actuating member 110 and the mounting member 120.

[0133] Among them, Figure 17 There are three shaded sector areas in the figure, which correspond to the three insertion recesses 122 respectively. And, Figure 17 The sector area with the largest shadow density in the figure represents the first insertion recess 122, the sector area with the medium shadow density represents the second insertion recess 122, and the sector area with the smallest shadow density represents the third insertion recess 122.

[0134] On this basis, please refer to Figure 16 and Figure 18 Optionally, in other embodiments, the hole wall surface of the mounting hole 127 is also provided with a positioning surface 128, the first insertion recess 122, the positioning surface 128 and the last insertion recess 122 are sequentially distributed along the opposite direction of the second direction, and the positioning surface 128 extends from the first edge 125 of the first insertion recess 122 to the hole edge of the mounting hole 127 away from the air door 301 along the first direction.

[0135] It is not difficult to understand that, in Figures 15 to 18 the embodiment shown in the figure, the upshift operation and the downshift operation of the actuating member 110 are basically the same as the process of the above Figure 12 embodiment, and the change principle of the cooperation relationship between the insertion protrusion 112 and the insertion recess 122 in the operation is basically the same as the above. The difference is that, due to Figures 15 to 18 the limiting protrusion 113 and the positioning surface 128 in the embodiment shown in the figure, when the insertion protrusion 112 cooperates with the first insertion recess 122, the side surface of the limiting protrusion 113 away from the insertion protrusion 112 abuts against the positioning surface 128, and the positioning surface 128 plays a guiding and positioning role.

[0136] It can be understood that, in Figure 12In the shown embodiment, the first slot side 123 of the first insertion slot 122 can extend in the first direction to the mounting hole 127 away from the hole edge of the damper 301, and serve as a first guide surface for guiding the first guide pin 305 to be inserted into the first insertion slot 122. Figure 16 The positioning surface 128 of the shown embodiment serves the same purpose.

[0137] Referring to Figure 8 Optionally, in some embodiments, the actuating member 110 includes a handle 114 and an indicating structure 117 provided on the handle 114, the handle 114 has an exposed surface exposed inside the cabin 402 of the aircraft, and the indicating structure 117 is provided on the exposed surface and used to indicate the pose of the handle 114. In this way, by providing the indicating structure 117 on the exposed surface of the handle 114, the pilot can intuitively and quickly determine the current pose of the handle 114 during operation, and thus accurately control the current opening degree of the damper 301. This not only helps to improve the operation convenience of the flight, but also to a certain extent enhances the safety of the flight, avoiding potential risks caused by misoperation.

[0138] Referring to Figure 9 Optionally, in some embodiments, the handle 114 includes a first rod portion 115 and a second rod portion 116 intersecting with each other, the first rod portion 115 extends along the reference line and is movably mounted on the mounting member 120, and the exposed surface is provided on the side of the second rod portion 116 away from the first rod portion 115. In this way, the intersection design of the first rod portion 115 and the second rod portion 116 enables the handle 114 to better disperse stress when subjected to external force, improving the durability and reliability of the handle 114. It also ensures the stability and flexibility of the handle 114 during operation. When the pilot needs to adjust the opening degree of the damper 301, the current pose of the handle 114 and the corresponding opening degree of the damper 301 can be quickly determined by observing the indicating structure 117 on the exposed surface, and then precise control can be achieved.

[0139] The style and forming method of the indicating structure 117 can have multiple choices. For example, the style of the indicating structure 117 can be a regular pattern (such as a single-direction arrow) or an irregular pattern, and can be a continuous pattern or a discontinuous pattern (such as multiple spaced convex points).

[0140] The indicating structure 117 can be a structure sprayed or pasted on the second rod portion 116, such as a sticker or paint. The indicating structure 117 can also be a structure directly formed on the second rod portion 116, such as in the embodiment where the handle 114 is manufactured by injection molding process, the handle 114 can be integrally formed with the indicating structure 117.

[0141] Referring to Figure 9Optionally, in some embodiments, one end of the second rod portion 116 is shaped to form an indication structure 117, which is a single-directional indication arrow pointing away from the other end of the second rod portion 116.

[0142] In the embodiment where the pose of the actuating member 110 inside the cockpit 402 gradually changes as the actuating member 110 rotates in the second direction, the user can also determine the current opening degree of the damper 301 according to the pose of the actuating member 110, thereby improving the operation convenience of the damper control mechanism.

[0143] Specifically, referring to Figures 2 to 4 In the embodiment, when the actuating member 110 is in the first gear position, the second rod portion 116 extends in the left-right direction, and the indication arrow of the second rod portion 116 points to the left side of the drawing (as shown in Figure 2 When the actuating member 110 is in the second gear position, the second rod portion 116 extends in the up-down direction, and the indication arrow of the second rod portion 116 points to the upper side of the drawing (as shown in Figure 3 When the actuating member 110 is in the third gear position, the second rod portion 116 extends in the left-right direction, and the indication arrow of the second rod portion 116 points to the right side of the drawing (as shown in Figure 4

[0144] In the embodiment where the pose of the actuating member 110 inside the cockpit 402 gradually changes as the actuating member 110 rotates in the second direction, the user can also determine the current opening degree of the damper 301 according to the pose of the actuating member 110, thereby improving the operation convenience of the damper control mechanism.

[0145] ​It can be understood that the damper control mechanism provided by the present application can quickly and accurately switch the handle 114 to the target gear position by means of the double guidance of "hand feeling feedback" and "visual identification" during operation, so as to switch the damper 301 to the target opening degree, adjust the ram air intake to the optimal air intake matching the current working condition, greatly improve the convenience and efficiency of operation. In addition, precise and efficient blind operation can also be realized, which can ensure the accuracy of adjustment even in the case of limited vision. In this way, the problems of complex operation and damper 301 opening degree drift in the stepless adjustment mode of the damper 301 can be solved, and the adaptability of the single opening / closing adjustment mode of the damper 301 can also be effectively overcome, thereby providing a more reliable and flexible adjustment means for the user.

[0146] Please refer to Figure 1 and Figure 2 Optionally, in some embodiments, the damper control mechanism further comprises a transmission structure 200 connected between the actuating member 110 and the damper 301, and capable of transmitting the operating force of the actuating member 110 to the damper 301. The design of the transmission structure 200 ensures that the operation of the actuating member 110 can be accurately and timely reflected in the opening degree change of the damper 301, realizing the effective linkage between manual operation and damper 301 opening degree adjustment. Of course, in other embodiments, the transmission structure 200 can not be provided, and the actuating member 110 is directly connected and drives the damper 301.

[0147] In the specific implementation process, the transmission structure 200 can adopt various forms, for example, the transmission member 210 can be a cable, a chain or a connecting rod, etc. Taking the cable as an example, the actuating member 110 is connected with the damper 301 through the cable, when the actuating member 110 is operated, the cable will move accordingly, and then drive the damper 301 to adjust the opening degree.

[0148] Please refer to Figure 2 Optionally, in some embodiments, the damper control mechanism further comprises an elastic member 302 acting on the damper 301, and the elastic potential energy of the elastic member 302 increases during the opening degree increase of the damper 301. In this way, the damper 301 has a tendency to move towards a lower opening degree state by using the elastic member 302, so that after the actuating member 110 withdraws the traction force, the damper 301 can automatically reset to a lower opening degree. The structure is simple, and the operation of the damper control mechanism is convenient.

[0149] In order to prevent the transmission member 210 from being pulled off, the transmission structure 200 can also be provided with a structure such as anti-disengagement member 220 to improve the reliability and stability of the transmission structure 200. For example, please refer to Figure 2Optionally, in some embodiments, the transmission structure 200 comprises a transmission member 210 and an anti-disengagement member 220, the actuating member 110 is connected to the first end of the transmission member 210 through the anti-disengagement member 220, the second end of the transmission member 210 is connected to the damper 301, and the anti-disengagement member 220 has a limit position constrained by the mounting member 120 to limit the actuating member 110 from continuously pulling the transmission member 210.

[0150] In the embodiments of the present application, the maximum pulling stroke of the transmission member 210 is accurately limited by the anti-disengagement member 220, the damage of the transmission structure 200 caused by excessive traction force is blocked from the transmission boundary, and it is ensured that the transmission member 210 is always within the safe load range, avoiding the failure of the transmission structure 200 caused by misoperation or extreme working conditions. That is, the problem that the transmission member 210 is over-pulled to cause it to disengage or break, or to cause the rocker arm 230 to deform, can be avoided, thereby improving the reliability of the aircraft transmission structure 200.

[0151] The form of the anti-disengagement member 220 constrained by the mounting member 120 can have various options. For example, please refer to Figures 2 to 4 Optionally, in some embodiments, the actuating member 110 can move in the first direction to pull the transmission member 210, the anti-disengagement member 220 is exposed outside the mounting member 120, and the anti-disengagement member 220 in the limit position abuts against the end surface of the mounting member 120 close to the transmission member 210. That is, by directly abutting the mounting member 120 and the anti-disengagement member 220, the anti-disengagement member 220 and the transmission member 210 are limited to continue moving in the first direction. In this way, the structure is simple and easy to implement.

[0152] Among them, the shape and material of the anti-disengagement member 220 can have various options. For example, the anti-disengagement member 220 can be a regular shape such as a hexagonal prism, a cylinder, or an irregular shape. The material of the anti-disengagement member 220 can be metal or plastic, etc. Please refer to Figure 9 In an embodiment, the anti-disengagement member 220 is a metal hexagonal prism structure, which is convenient for users to rotate and install on the outer threaded column 118 of the first rod part 115 of the handle 114 through a wrench.

[0153] It is appreciated that in the embodiment where the mounting member 120 is provided with the insertion groove 122 with the notch facing the first direction, the actuating member 110 needs to move a distance along the first direction first before the insertion protrusion 112 can rotate about the reference line, no matter whether the actuating member 110 is performing the upshift operation or the downshift operation. For example, when the actuating member 110 performs the downshift operation from the third gear position, the actuating member 110 needs to move a preset distance along the first direction first, which is greater than the height dimension of the first edge 125 of the third insertion groove 122 protruding from the groove bottom surface, so that the insertion protrusion 112 can rotate in the direction opposite to the second direction to pass over the first edge 125 of the third insertion groove 122 and align with the second or first insertion groove 122.

[0154] Therefore, when the actuating member 110 is in the third gear position, i.e. the damper 301 is fully opened, a certain distance needs to be reserved between the anti-disengagement member 220 and the mounting member 120, and the distance is greater than the height dimension of the first edge 125 of the third insertion groove 122 protruding from the groove bottom surface, so that the actuating member 110 has sufficient movement allowance to allow the insertion protrusion 112 to pass over the first edge 125 of the third insertion groove 122. That is, when the actuating member 110 is in the third gear position, the anti-disengagement member 220 is not in the limit position, but has a certain distance (e.g. 5mm to 10mm, which can be 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm or 9mm) from the limit position. Figure 4

[0155] For example, in an embodiment, when the actuating member 110 is in the third gear position, the anti-disengagement member 220 has a distance of 5mm to 10mm from the mounting member 120, which can be 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm or 9mm. Meanwhile, the height dimension of the first edge 125 of the third insertion groove 122 protruding from the groove bottom surface is less than 5mm, which can be 3mm, 3.5mm, 4mm or 4.5mm.

[0156] Of course, in other embodiments, the damper control mechanism can further include a flexible limiting member connected between the anti-disengagement member 220 and the mounting member 120, and the length of the flexible limiting member is greater than or equal to the movement stroke of the anti-disengagement member 220. The flexible limiting member can be a rope or a chain, etc. Taking the rope as an example, before the anti-disengagement member 220 moves to the limit position along the first direction, the pulling force of the actuating member 110 will cause the anti-disengagement member 220 and the transmission member 210 to move along the first direction, at which time the rope is in a loose and untightened state. When the anti-disengagement member 220 moves to the limit position along the first direction, the rope is tightened, the mounting member 120 generates a pulling force on the anti-disengagement member 220 through the rope, and the pulling force of the actuating member 110 is counteracted by the pulling force, so that the transmission member 210 will not be excessively pulled.

[0157] ​In some other embodiments, the first magnetic force part can be arranged on the anti-disengagement piece 220, and the second magnetic force part can be arranged on the mounting piece 120. In the process of the anti-disengagement piece 220 approaching the mounting piece 120, the repulsion between the first magnetic force part and the second magnetic force part gradually increases. Further, the first magnetic force part can be arranged on the end surface of the anti-disengagement piece 220 facing the mounting piece 120, and the second magnetic force part can be arranged on the end surface of the mounting piece 120 facing the anti-disengagement piece 220. When the anti-disengagement piece 220 is in the limit position, the first magnetic force part is adjacent to the second magnetic force part, so that the repulsion between the two is as large as possible. In this way, the traction of the actuating piece 110 can be offset by the repulsion between the first magnetic force part and the second magnetic force part, and the risk of the transmission piece 210 being excessively pulled and disengaged or damaged can be reduced.

[0158] Please refer to Figure 9 Optionally, in some embodiments, the anti-disengagement piece 220 is provided with a first assembly hole 221 and a second assembly hole 222. The actuating piece 110 is mounted on the first assembly hole 221, and the first end of the transmission piece 210 is mounted on the second assembly hole 222. In this way, the structure is simple and easy to implement. Of course, in other embodiments, the first assembly hole 221 and the second assembly hole 222 can not be provided.

[0159] The first assembly hole 221 and the second assembly hole 222 can be connected or spaced apart. For example, please refer to Figure 9 In an embodiment, the first assembly hole 221 and the second assembly hole 222 are connected and respectively pass through the two end surfaces of the mounting piece 120. In this way, the structure is simple and easy to implement.

[0160] Please refer to Figure 8 and Figure 9 Optionally, in some embodiments, the first end of the transmission piece 210 is provided with a spherical clamping protrusion 211, which is rotatably clamped on the second assembly hole 222. In this way, on the one hand, the assembly between the transmission piece 210 and the anti-disengagement piece 220 is facilitated. On the other hand, in the process of the actuating piece 110 and the anti-disengagement piece 220 rotating around the reference line, since the spherical clamping protrusion 211 can freely rotate relative to the anti-disengagement piece 220, the transmission piece 210 can not rotate with the anti-disengagement piece 220, so that the transmission piece 210 and the rocker arm 230 can be prevented from being twisted and deformed. Of course, in other embodiments, the transmission piece 210 can be connected to the anti-disengagement piece 220 in other forms, for example, the transmission piece 210 is directly welded and fixed on the anti-disengagement piece 220, or the transmission piece 210 is locked on the anti-disengagement piece 220 by screws.

[0161] Please refer to Figure 8 and Figure 9Optionally, in some embodiments, the actuating member 110 is provided with an externally threaded column 118, and the first assembly hole 221 is internally threaded, and the first assembly hole 221 is threadedly connected to the externally threaded column 118. In this case, the externally threaded column 118 is arranged on the end of the actuating member 110 that passes through the mounting hole 127. The hole edge of the first assembly hole 221 can abut against the hole edge of the mounting hole 127 to define the limit position of the anti-disengagement member 220. In this way, the structure is simple and easy to install. More importantly, the actuating member 110 and the anti-disengagement member 220 have a stable and reliable connection relationship, and even if the actuating member 110 is excessively pulled, the anti-disengagement member 220 will not disengage from the actuating member 110.

[0162] Referring to Figure 9 Optionally, in some embodiments, the second assembly hole 222 includes a clearance hole section 223 and a clamping hole section 224, the clamping hole section 224 is communicated between the clearance hole section 223 and the first assembly hole 221, the hole diameter of the clamping hole section 224 and the diameter of the spherical clamping convex 211 are both greater than the hole diameter of the clearance hole section 223, and the first end of the transmission member 210 passes through the clearance hole section 223 and is connected to the spherical clamping convex 211 arranged in the clamping hole section 224. In this way, after the spherical clamping convex 211 passes through the second assembly hole 222 and enters the clamping hole section 224, it can rotate freely around the reference line, but cannot pass through the clearance hole section 223 to disengage from the mounting member 120. Moreover, after the spherical clamping convex 211 enters the clamping hole section 224, the externally threaded column 118 is threadedly connected in the second assembly hole 222, so that the spherical clamping convex 211 cannot pass through the second assembly hole 222 to disengage from the mounting member 120.

[0163] Referring to Figure 2 and Figure 5 Optionally, in some embodiments, the damper 301 is rotatably arranged in the stamping air inlet duct 405, and the transmission structure 200 further includes a rocker arm 230, the rocker arm 230 is coaxially rotatable with the damper 301, the first end of the transmission member 210 is connected to the actuating member 110, and the second end of the transmission member 210 is rotatably connected to the rocker arm 230. In this way, the structure is simple and easy to implement. Of course, in other embodiments, the damper 301 can also be movably arranged in the stamping air inlet duct 405.

[0164] Optionally, the second end of the transmission member 210 is provided with a sleeve 212, and the rocker arm 230 is provided with a mounting column 231 on the side away from the damper 301, and the sleeve 212 is rotatably sleeved on the mounting column 231. In this way, the structure is simple and easy to install. Of course, in other embodiments, the second end of the transmission member 210 can also be connected to the rocker arm 230 in other ways.

[0165] Referring to Figure 7 and Figure 8Wherein, in the embodiment that the transmission member 210 is a cable, the transmission member 210 can be composed of a cable wire 213 and a cable sheath 214, and the collar 212 and the spherical clamping convex 211 are both fixed on the cable wire 213. The cable sheath 214 is fixedly installed on the machine body to guide and position the cable wire 213 to move along a preset trajectory. Specifically, when the actuating member 110 moves in the first direction, the cable wire 213 will be pulled by the actuating member 110 to move towards the installation member 120; when the actuating member 110 moves in the direction opposite to the first direction, the cable wire 213 will be pushed by the actuating member 110 to move away from the installation member 120.

[0166] Referring to Figure 5 In the embodiment that the transmission structure 200 includes the elastic member 302, one end of the elastic member 302 is connected to the rocker arm 230, and the other end is connected to the air duct wall. Wherein, the elastic member 302 can be a tensile spring, a compression spring, a metal spring piece or other elastic structures. For example, in an embodiment, the side of the rocker arm 230 facing the air door 301 is provided with a convex column, and the elastic member 302 is a tensile spring, one end of which is hooked to the convex column of the rocker arm 230, and the other end is hooked to the air duct wall.

[0167] The present application also provides an aircraft, which includes the air door control mechanism described above. The specific structure of the air door control mechanism is referred to the above-mentioned embodiments. Since the aircraft adopts all the technical solutions of the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here. Wherein, the aircraft is provided with an air duct, and the air door 301 of the air door control mechanism is movably installed on the air duct.

[0168] Wherein, the aircraft model can be an electric vertical takeoff and landing aircraft, i.e. eVTOL (Electric Vertical Takeoff and Landing), or a helicopter, etc. Wherein, the configuration of eVTOL includes but is not limited to multi-rotor configuration, compound wing configuration and tilt-rotor type, etc.

[0169] Referring to Figure 1 Optionally, in some embodiments, the aircraft includes a cabin 402 and a ram air inlet duct 405, the ram air inlet duct 405 is communicated between the outside space of the aircraft and the inside space of the cabin 402, and the air door 301 is movably installed in the ram air inlet duct 405. By operating the actuating member 110 of the air door control mechanism, the opening of the air door 301 can be adjusted, and then the amount of ram air entering the inside of the cabin 402 is controlled, which provides a strong guarantee for the safe operation of the aircraft.

[0170] Of course, the damper control mechanism is not limited to use in the ram air intake 405, but can also be used in other air ducts of the aircraft, such as the outlet air duct 406.

[0171] The above merely illustrates the embodiments of the present application, and is not intended to limit the patent scope of the present application. Any equivalent structural transformation, or direct / indirect application in other related technical fields, made under the technical concept of the present application, using the content of the present application specification and drawings, is included in the patent protection scope of the present application.

Claims

1. A damper control mechanism characterized by comprising: The application relates to a damper and an actuating structure, the damper is movably arranged in an air duct of an aircraft, the actuating structure comprises: an actuating member connected with the damper and capable of driving the damper to adjust the opening degree; and a mounting member, the actuating member is movably arranged on the mounting member, one of the mounting member and the actuating member is provided with a first engaging portion, and the other is provided with a plurality of second engaging portions, the first engaging portion is selectively limited and connected with the plurality of second engaging portions, so that the actuating member is constrained in different fixed positions. The actuating member has discontinuous multiple fixed positions, and different fixed positions correspond to different opening degrees of the damper.

2. The damper control mechanism of claim 1, wherein, The multiple second engaging portions are distributed along a reference line and are distributed in a circumferential direction of the reference line, and the actuating member is switched to different fixed positions by moving along the reference line and rotating around the reference line.

3. The damper control mechanism of claim 2, wherein, One of the first engaging portion and the second engaging portion is provided with a plug-in groove, and the other is provided with a plug-in convex portion, the plug-in convex portion is adapted to be inserted into the plug-in groove, so as to limit the rotation of the first engaging portion.

4. The damper control mechanism of claim 3, wherein, The plug-in convex portion is arranged on the first engaging portion, and the plug-in groove is arranged on the second engaging portion, at least three plug-in grooves are sequentially distributed along a first direction and correspond to first, second and third positions which are sequentially experienced by the actuating member when the actuating member moves along the first direction, the actuating member sequentially experiences the first, second and third positions when rotating along a second direction, and the opening degrees of the damper corresponding to the first, second and third positions are sequentially increased.

5. The damper control mechanism of claim 4, wherein, The plug-in convex portion is inserted into the plug-in groove in a direction opposite to the first direction, the plug-in groove has first and second groove side surfaces which are sequentially distributed along the second direction, in two adjacent plug-in grooves along the second direction, the second groove side surface of the former plug-in groove extends along the first direction until the groove edge of the latter plug-in groove.

6. The damper control mechanism of claim 5, wherein, The groove bottom surface of the plug-in groove comprises first, second and third bottom surface segments which are sequentially distributed along the second direction and intersect, the first and third bottom surface segments extend along the first direction and are inclined along the second direction, and the second bottom surface segment extends from the third bottom surface segment to the first bottom surface segment along the first direction. The plug-in convex portion is provided with first, second and third end surface segments corresponding to the groove bottom surface of the plug-in groove, and the first, second and third end surface segments are sequentially distributed along the second direction and intersect.

7. The damper control mechanism of claim 5, wherein, The groove edge where the first groove side surface is located is defined as a first edge, in two adjacent plug-in grooves along the second direction, the first edge of the latter plug-in groove extends along the second direction and is inclined away from the first direction.

8. The damper control mechanism of claim 5, wherein, The groove edge where the first groove side surface is located is defined as a first edge, the plug-in convex portion is provided with a limiting protrusion on the side surface, the limiting protrusion can abut on the first edge, and / or the plug-in convex portion can abut on the groove bottom surface of the plug-in groove.

9. The damper control mechanism of claim 8, wherein, The first edge extends obliquely away from the first direction in the second direction, and an end surface of the limiting protrusion facing the first edge extends obliquely away from the first direction in the second direction; And / or, a groove bottom surface of the insertion groove extends obliquely along the first direction in the second direction, and an end surface of the insertion protrusion facing the insertion groove extends obliquely along the first direction in the second direction; And / or, the second groove side surface of the same insertion groove has a height in the first direction greater than that of the first groove side surface in the first direction.

10. The damper control mechanism of claim 8, wherein, The mounting member is provided with a mounting hole extending along the reference line, a plurality of second gear portions are distributed on a hole wall surface of the mounting hole, and the first gear portion is arranged on a portion of the actuating member extending into the mounting hole.

11. The damper control mechanism of claim 10, wherein, The hole wall surface of the mounting hole is further provided with a positioning surface, a first insertion groove, the positioning surface, and a last insertion groove are sequentially distributed in a direction opposite to the second direction, the positioning surface starts from the first edge of the first insertion groove and extends to a hole edge of the mounting hole away from the damper in the first direction.

12. The damper control mechanism of claim 5, wherein, The damper control mechanism further comprises an elastic member acting on the actuating member, the elastic potential energy of the elastic member increases during movement of the actuating member in the first direction, and the elastic member can keep the insertion protrusion in abutting contact with the groove wall of the insertion groove.

13. The damper control mechanism of claim 2, wherein, The fixed gear portions are at least three, and the central angle of rotation of the actuating member when switching between two adjacent fixed gear portions is α, and the central angle α is in the range of 80° to 100°.

14. The damper control mechanism of claim 2, wherein, The actuating member comprises a handle, the handle comprises intersecting first and second rod portions, the first rod portion extends along the reference line and is mounted on the mounting member, and the second rod portion is exposed inside the cabin of the aircraft.

15. The damper control mechanism of claim 14, wherein, The actuating member further comprises an indication structure arranged on a side of the second rod portion away from the first rod portion and used for indicating the pose of the handle.

16. The damper control mechanism of claim 1, wherein, The damper control mechanism further comprises a transmission structure connected between the actuating member and the damper and capable of transmitting the operating force of the actuating member to the damper.

17. The damper control mechanism of claim 16, wherein, The damper control mechanism further comprises an elastic member acting on the damper, and the elastic potential energy of the elastic member increases during an increase in the damper opening.

18. The damper control mechanism of claim 16, wherein, The transmission structure comprises a transmission member and an anti-disengagement member, the actuating member is connected to a first end of the transmission member through the anti-disengagement member, a second end of the transmission member is connected to the damper, and the anti-disengagement member has a limit position constrained by the mounting member to limit the actuating member from continuously pulling the transmission member.

19. The damper control mechanism of claim 18, wherein, The actuating member can move in the first direction to pull the transmission member, the anti-disengagement member is exposed outside the mounting member, and the anti-disengagement member in the limit position abuts against an end surface of the mounting member close to the transmission member.

20. An aircraft characterized by, The aircraft is configured as an electric vertical take-off and landing aircraft.

21. The aircraft of Claim 20, wherein, The aircraft is configured as an electric vertical take-off and landing aircraft.

22. The aircraft of Claim 20, wherein, The aircraft also includes a cabin, the air duct includes a ram air intake duct, the ram air intake duct is communicated between an external space of the aircraft and an internal space of the cabin, and the damper is movably mounted on the ram air intake duct.

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