Throttle control mechanism and aircraft

Abstract

The application discloses a damper control mechanism and an aircraft, and relates to the technical field of aircrafts, wherein the damper control mechanism comprises a damper and an actuating structure, the damper is movably installed on an air duct of the aircraft, the actuating structure comprises an actuating piece and a mounting piece, the actuating piece is connected with the damper and can drive the damper to adjust the opening degree. The actuating piece is movably installed on the mounting piece, one of the mounting piece and the actuating piece is provided with a first gear part, and the other is provided with a plurality of second gear parts, the first gear part can be limitedly connected with the plurality of second gear parts selectively, so that the actuating piece is constrained in different fixed gear positions. The actuating piece has discontinuous multiple fixed gear positions, and different fixed gear positions correspond to different opening degree settings of the damper. The technical scheme provided by the application can improve the problem of unstable opening degree of the aircraft damper.

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, aiming 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:

[0006] an actuating member connected with the damper and capable of driving the damper to adjust the opening; and

[0007] 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 selectively limited and connected with the plurality of second stop portions, so that the actuating member is constrained in different fixed stop positions;

[0008] The actuating member has discontinuous multiple fixed stop positions, and different fixed stop positions correspond to different opening settings of the damper.

[0009] 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.

[0010] In an embodiment, one of the first and second gearings is provided with a plug-in groove, and the other is provided with a plug-in protrusion, which is adapted to be plugged into the plug-in groove to limit the rotation of the first gearing.

[0011] In an embodiment, the plug-in protrusion is provided on the first gearing, and the plug-in groove is provided on the second gearing. At least three plug-in grooves are sequentially distributed along a first direction and correspond to first, second and third gear positions that the actuating member sequentially passes through when moving along the first direction. The actuating member sequentially passes through the first, second and third gear positions when rotating along a second direction. The first, second and third gear positions correspond to increasing air door openings.

[0012] In an embodiment, the plug-in protrusion is plugged into the plug-in groove along a direction opposite to the first direction. The plug-in groove has first and second groove side surfaces 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 lip edge of the latter plug-in groove.

[0013] In an embodiment, the bottom surface of the plug-in groove includes first, second and third bottom surface segments sequentially distributed along and intersecting with the second direction. The first and third bottom surface segments extend along the first direction and are inclined along the second direction. The second bottom surface segment extends from the third bottom surface segment to the first bottom surface segment along the first direction.

[0014] The plug-in protrusion is provided with first, second and third end surface segments corresponding to the bottom surface of the plug-in groove. The first, second and third end surface segments are sequentially distributed along and intersecting with the second direction.

[0015] In an embodiment, the lip 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 away from the first direction along the second direction.

[0016] In an embodiment, the lip edge where the first groove side surface is located is defined as a first edge. The plug-in protrusion is provided with a limiting protrusion on the side surface, which is capable of abutting against the first edge, and / or the plug-in protrusion is capable of abutting against the bottom surface of the plug-in groove.

[0017] In an embodiment, 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.

[0018] In an embodiment, a 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.

[0019] In an embodiment, the second groove side surface of the same insertion groove has a height greater than that of the first groove side surface in the first direction.

[0020] 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 a hole wall surface of the mounting hole, and the first engaging portion is arranged on a portion of the actuating member extending into the mounting hole.

[0021] In an embodiment, the hole wall surface of the mounting hole is further provided with a positioning surface, the first insertion groove, the positioning surface, and the last insertion groove are sequentially arranged in a direction opposite to the second direction, and the positioning surface extends from the first edge of the first insertion groove along the first direction to a hole edge of the mounting hole away from the damper.

[0022] In an embodiment, the damper control mechanism further comprises an elastic member acting on the actuating member, an 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 abutment with the groove wall of the insertion groove.

[0023] In an embodiment, the fixed gear positions are at least three, and a central angle of the actuating member rotating when switching between two adjacent fixed gear positions is α, and the central angle α ranges from 80° to 100°.

[0024] 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 a cabin of the aircraft.

[0025] In an embodiment, 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 a pose of the handle.

[0026] In one embodiment, the damper control mechanism further includes a transmission structure connected between the actuator and the damper, which is capable of transmitting the operating force of the actuator to the damper.

[0027] In one embodiment, the damper control mechanism further includes an elastic element acting on the damper, wherein the elastic potential energy of the elastic element increases as the damper opening increases.

[0028] In one embodiment, the transmission structure includes a transmission member and an anti-detachment member. The actuator is connected to a first end of the transmission member via the anti-detachment member, and a second end of the transmission member is connected to the damper. The anti-detachment member has a limit position constrained by the mounting member to limit the actuator from continuing to pull the transmission member.

[0029] In one embodiment, the actuator is movable in a first direction to pull the transmission member, the anti-detachment member is exposed outside the mounting member, and the anti-detachment member in the extreme position abuts against the end face of the mounting member near the transmission member.

[0030] In one embodiment, the anti-detachment component is provided with a first mounting hole and a second mounting hole, the end of the actuator is mounted on the first mounting hole, and the first end of the transmission component is mounted on the second mounting hole.

[0031] In one embodiment, the first end of the transmission member is provided with a spherical locking protrusion, which is rotatably engaged with the second mounting hole.

[0032] In one embodiment, the actuator is provided with an external threaded post, and the first mounting hole has an internal thread, the first mounting hole being threadedly connected to the external threaded post.

[0033] In one embodiment, the damper is rotatably disposed in the air duct, and the transmission structure further includes a rocker arm that rotates coaxially with the damper. The second end of the transmission component is provided with a collar, and the rocker arm is provided with a mounting post on the side away from the damper. The collar is rotatably sleeved on the mounting post.

[0034] The present invention also proposes an aircraft including a wind duct and the aforementioned wind door control mechanism, wherein the wind door of the wind door control mechanism is movably mounted on the wind duct.

[0035] In one embodiment, the aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

[0036] In one embodiment, the aircraft further includes a cockpit, the air duct includes a ram air intake duct, the ram air intake duct connects the external space of the aircraft and the internal space of the cockpit, and the air door is movably mounted on the ram air intake duct.

[0037] The technical solution of this invention, through the limiting cooperation of the first and second gearing parts, constrains the actuator to different fixed positions and stably and reliably constrains the damper to the corresponding damper opening. Compared with relying solely on the output shaft torque of the servo motor to maintain the damper opening, the solution of this application is less prone to damper opening deviation or drift under vibration conditions, thereby improving the problem of unstable damper opening in aircraft. Attached Figure Description

[0038] 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.

[0039] Figure 1 A schematic diagram of the structure of an embodiment of the aircraft provided by the present invention;

[0040] 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;

[0041] Figure 3 for Figure 2 The illustrated embodiment is a structural diagram of the actuator in the second position.

[0042] Figure 4 for Figure 2 The illustrated embodiment is a structural diagram of the actuator in the third position.

[0043] Figure 5 for Figure 2 A schematic diagram showing the position of the damper in the air duct;

[0044] Figure 6 for Figure 3 A schematic diagram showing the position of the damper in the air duct;

[0045] Figure 7 for Figure 4 A schematic diagram showing the position of the damper in the air duct;

[0046] Figure 8 for Figure 2 Exploded view of the actuation and transmission structures shown;

[0047] Figure 9 for Figure 8 A schematic diagram of the internal structure of the structure shown from another perspective;

[0048] Figure 10 for Figure 9 A schematic diagram of the internal structure of the mounting component shown.

[0049] Figure 11 for Figure 10 The front view of the installation component shown;

[0050] Figure 12 for Figure 11 The planar development view of the shape of the installation component at section A shown;

[0051] Figure 13 for Figure 2 Exploded view of the damper and transmission structure shown;

[0052] Figure 14 for Figure 13 A schematic diagram of the assembly relationship of the structure shown;

[0053] Figure 15 A front view of the mounting component of another embodiment of the damper control mechanism provided by the present invention;

[0054] Figure 16 for Figure 15 The planar development view of the shape of the installation component at section B shown;

[0055] Figure 17 A front view of the mounting component of another embodiment of the damper control mechanism provided by the present invention;

[0056] Figure 18 for Figure 17 The planar development view of the shape of the mounting component at section C.

[0057] Explanation of icon numbers:

[0058] 100. Actuating structure; 110. Actuating element; 111. First stop portion; 112. Insertion protrusion; 112a. First end face section; 112b. Second end face section; 112c. Third end face section; 113. Limiting protrusion; 114. Handle; 115. First rod portion; 116. Second rod portion; 117. Indicating structure; 118. External threaded post; 120. Mounting element; 121. Second stop 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;

[0059] 200. Transmission structure; 210. Transmission component; 211. Spherical locking protrusion; 212. Collar; 213. Cable pull wire; 214. Cable sheath; 220. Anti-detachment component; 221. First assembly hole; 222. Second assembly hole; 223. Relief hole section; 224. Engaging hole section; 230. Rocker arm; 231. Mounting post;

[0060] 301. Air damper; 302. Flexible element;

[0061] 401. Nose; 402. Cockpit; 403. Cockpit air outlet; 404. Ram air inlet; 405. Ram air inlet duct; 406. Air outlet duct; 407. Pressure relief valve.

[0062] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0063] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0064] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0065] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0066] The damper control mechanism of an aircraft is mainly used to adjust the damper opening of the ram air intake duct. However, the damper control mechanism in the prior art has the following drawbacks:

[0067] (1) The damper opening adjustment relies solely on the electric servo as the power source, which poses a risk of "damper loss of control due to power failure or servo malfunction," resulting in low reliability. Specifically, as the only power source, the electric servo must continuously rely on the onboard power supply to drive the damper. During flight, if the power system fails (such as battery failure, short circuit or damage to the power supply line), or if extreme environments cause the internal electronic components of the servo to fail, the servo will lose its ability to output torque. At this time, the damper will be fixed at the current opening, and the ram air intake cannot be adjusted, directly affecting cabin ventilation safety and environmental control. The reason for this is that the development focused too much on the "convenience of electric adjustment" and did not fully consider the possibility of sudden power failure during flight, failing to meet the strict requirement of "reliable operation even in the absence of power" for aviation environmental control systems.

[0068] (2) Relying solely on servo torque to maintain the damper opening results in poor reliability of the damper opening under vibration conditions. Specifically, the damper opening depends entirely on the continuous torque output by the servo. Under high-frequency vibration conditions (such as engine vibration and airflow turbulence), the servo torque is easily affected and fluctuates. If the torque is insufficient, the damper is easily deflected by airflow impact. In addition, the cable connecting the servo and the damper is prone to elastic deformation under vibration, leading to an increased deviation between the actual damper opening and the target opening, or even "opening drift". These situations directly result in unstable ram air intake, failing to ensure the consistency of the cabin environment and not meeting the "operating condition stability" requirements of aviation environmental control systems. The reason for this is that during development, the "power drive" and "opening maintenance" functions were completely bound to the servo, ignoring the impact of the vibration environment on the cable.

[0069] (3) The transmission structure is prone to failure due to excessive traction. Specifically, the two ends of the cable are respectively attached to the servo and the rocker arm. When the user (e.g., the driver) misoperates or extreme airflow impacts cause a sudden increase in the force on the cable, it is prone to loosening due to excessive tension, whether it loosens from the rocker arm or the servo. In addition, the cable may break due to excessive tension, or the rocker arm may undergo irreversible plastic deformation under strong traction. These situations will all lead to the failure of the transmission structure, causing the throttle to completely lose control. The reason for this is that the development lacked a safety redundancy design, focusing only on the "normal transmission" function and not fully considering the risks of "misoperation" or "excessive traction under extreme conditions".

[0070] (4) The damper opening adjustment suffers from a "polarization" defect, either being stepless or only offering two opening options: fully open and fully closed, failing to accurately adapt to the ram air intake requirements under various flight conditions. Specifically, stepless adjustment achieves continuous change in damper opening through the forward and reverse rotation of the servo output shaft, but the ram air intake requirements differ significantly at different flight speeds. The lack of a clear opening position in stepless adjustment makes it difficult for users to quickly determine whether the current opening is suitable for the flight condition, requiring repeated fine-tuning and resulting in low operational efficiency. Furthermore, relying solely on servo torque to maintain the opening has poor reliability in vibration environments, leading to unstable ram air intake. Solutions that only support "fully open" or "fully closed" cannot meet differentiated air intake requirements, either resulting in excessive air intake due to full opening or cabin hypoxia or temperature imbalance due to full closure, exhibiting extremely poor adaptability. The root cause lies in the excessive pursuit of "the versatility of stepless adjustment" during development, or the limitation to "low cost of simple opening / closing," neglecting the core requirement of "precise, graded flight condition matching" in aviation scenarios.

[0071] In summary, in the relevant technologies, on the one hand, since the only power source for the damper's movement is an electric servo, it is impossible to avoid damper malfunction due to power failure or servo failure, resulting in insufficient aircraft safety. On the other hand, the damper opening adjustment method cannot adapt to the ram air intake requirements under various flight conditions, and relying solely on the servo's output shaft torque to maintain the damper opening leads to unstable damper opening. Furthermore, in the scheme where the electric servo drives the damper to rotate via a cable and rocker arm, since the two ends of the cable are respectively engaged with the servo and the rocker arm, excessive traction can easily lead to cable loosening, cable breakage, or rocker arm deformation, resulting in transmission structure failure and low reliability of the aircraft's transmission structure.

[0072] In view of this, on the one hand, the present invention proposes a damper control mechanism that can improve the problem of insufficient aircraft safety.

[0073] Specifically, please refer to Figures 2 to 4 ,in, Figures 2 to 4 The transmission component 210 shown is in an interrupted state, its purpose being to allow other structures to occupy more of the drawing area. It can be understood that in practical applications, the transmission component 210 is a continuous, uninterrupted structure. Secondly, Figures 2 to 4 The partial structure shown is a wireframe diagram with hidden lines, mainly including the actuator 110, the mounting part 120, the anti-detachment part 220, and the local area of ​​the transmission part 210 near the anti-detachment part 220. The purpose is to better understand the internal mating relationship of these structures.

[0074] Please see Figures 2 to 4In some embodiments of the present invention, the damper control mechanism includes a damper 301 and an actuation structure 100. The damper 301 is movably mounted on the ram air intake duct 405 of the aircraft. The actuation structure 100 includes an actuator 110 for manual operation. A transmission structure 200 is connected between the actuator 110 and the damper 301, and is capable of transmitting the operating force of the actuator 110 to the damper 301 to drive the damper 301 to adjust its opening.

[0075] In this embodiment of the invention, the actuator 110 serves as the power source for the movement of the damper 301. The user can manually operate the actuator 110 to manually adjust the opening of the damper 301. Furthermore, the entire transmission path, from the actuation structure 100 through the transmission structure 200 to the damper 301, is entirely mechanical, using no electronic components and relying on no onboard power supply. Thus, even in the event of a power outage or servo failure, the user can still reliably adjust the opening of the damper 301 manually, thereby improving the safety and reliability of the aircraft.

[0076] On the other hand, the present invention also proposes a damper control mechanism that can improve the problem of unstable opening of damper 301 and adapt to the ram air intake requirements under multiple flight conditions.

[0077] Specifically, please refer to Figures 2 to 4 In other embodiments of the present invention, the damper control mechanism includes a damper 301 and an actuation structure 100. The damper 301 is movably mounted in the air duct of the aircraft. The actuation structure 100 includes an actuator 110 and a mounting member 120, with the actuator 110 movably mounted on the mounting member 120. The actuator 110 is connected to the damper 301 and can drive the damper 301 to adjust its opening. One of the mounting member 120 and the actuator 110 is provided with a first stop portion 111, and the other is provided with multiple second stop portions 121. The first stop portion 111 can be selectively and partially connected to the multiple second stop portions 121 to limit the actuator 110 to different fixed positions. The actuator 110 has multiple non-continuous fixed positions, with different fixed positions corresponding to different opening settings of the damper 301.

[0078] In this embodiment of the invention, the limiting cooperation of the first matching part 111 and the second matching part 121 constrains the actuator 110 to different fixed positions, and stably and reliably constrains the damper 301 to the corresponding damper 301 opening degree. Here, a fixed position refers to a state in which the actuator 110 is temporarily fixed in a defined, discontinuous position after the first matching part 111 and the second matching part 121 are connected.

[0079] Compared to the scheme where the servo output shaft achieves stepless adjustment of the damper 301 opening through continuous rotation (without fixed stops), the fixed stops in this application enable the damper 301 to have a more precise opening position during adjustment, improving the accuracy and stability of the damper 301 opening control. More importantly, the limiting cooperation of the first stop part 111 and the second stop part 121 allows the damper 301 to be reliably maintained at the target opening. Compared to relying solely on the servo output shaft torque to maintain the damper 301 opening, the solution in this application is less prone to damper 301 opening deviation or drift under vibration conditions, thus improving the problem of unstable damper 301 opening in aircraft.

[0080] Furthermore, the actuator 110 is designed with multiple (three or more) fixed positions, each precisely corresponding to a different opening degree of the damper 301. This correspondence between the fixed positions and the opening degree of the damper 301 gives the damper control mechanism high flexibility and adaptability, effectively meeting the diverse needs of the ramjet intake system under different flight conditions. Whether in low-speed cruise or high-speed flight, the actuator 110 can adjust to the corresponding fixed position to ensure that the opening degree of the damper 301 is at its optimal or near-optimal state, adapting to the intake requirements in various complex flight environments.

[0081] Furthermore, the present invention also proposes a damper control mechanism that can improve the problem of low reliability of the transmission structure 200.

[0082] Specifically, please refer to Figures 2 to 4 In some embodiments of the present invention, the damper control mechanism includes a damper 301, an actuation structure 100, and a transmission structure 200. The damper 301 is movably mounted in the air duct of the aircraft. The transmission structure 200 connects the actuator 110 and the damper 301, and is capable of transmitting the operating force of the actuator 110 to the damper 301 to drive the damper 301 to adjust its opening. The actuation structure 100 includes an actuator 110 and a mounting member 120, with the actuator 110 mounted on the mounting member 120. The transmission structure 200 includes a transmission member 210 and an anti-detachment member 220. The actuator 110 is connected to a first end of the transmission member 210 via the anti-detachment member 220, and the second end of the transmission member 210 is connected to the damper 301. The anti-detachment member 220 has an extreme position constrained by the mounting member 120 to limit the actuator 110 from continuing to pull the transmission member 210.

[0083] In this embodiment of the invention, an anti-detachment component 220 is used as an intermediate medium connecting the actuator 110 and the transmission component 210, and the anti-detachment component 220 and the actuator 110 have a more reliable connection. The constraint force between the anti-detachment component 220 and the mounting component 120 counteracts the traction force experienced by the transmission component 210 when it continues to be pulled from its extreme position. That is, during the movement stroke before the extreme position, the traction force of the actuator 110 acts on the transmission component 210 through the anti-detachment component 220, enabling the transmission component 210 to be pulled normally. At the extreme position, the traction force of the actuator 110 cancels out the constraint force from the mounting component 120 on the anti-detachment component 220, thus preventing the transmission component 210 from being over-pulled. This avoids the transmission component 210 from being over-pulled, causing it to loosen or break, thereby improving the reliability of the aircraft transmission structure 200.

[0084] It should be noted that, in this embodiment of the invention, the actuator 110 can refer to structures specifically designed for manual operation, such as handles 114 and joysticks. These components control and adjust the damper 301 by manually applying operating force. Simultaneously, the actuator 110 can also refer to electrically driven automated structures, such as electric servos. These components, driven by motors, can precisely execute control commands, achieving automated operation of the equipment.

[0085] For example, in an embodiment where the damper control mechanism includes an anti-detachment component 220, the actuator 110 can be an electric servo motor, and the mounting component 120 can be a fuselage frame or a duct wall. The electric servo motor is mounted on the duct wall or fuselage frame. The anti-detachment component 220 connects the electric servo motor and the transmission component 210. Within the effective stroke of the transmission component 210, the anti-detachment component 220 can move with the transmission component 210. When the anti-detachment component 220 reaches its limit position and abuts against the duct wall or fuselage frame, the output torque of the electric servo motor will act on the duct wall or fuselage frame through the anti-detachment component 220, thereby preventing the transmission component 210 from being further pulled forcefully and becoming loose or broken.

[0086] The installation location and installation method of the mounting component 120 are not specifically limited in this application. For example, the mounting component 120 can be installed on the wall of the air duct, on the fuselage frame, or on the cockpit instrument panel. The mounting component 120 may be provided with mounting lugs 129, which have holes for screws to pass through, and then the mounting component 120 is locked and fixed by screws.

[0087] The damper 301 is movably installed in the air duct of the aircraft. By adjusting the opening of the damper 301, the airflow through the duct can be controlled. For example, the larger the opening of the damper 301, the more airflow passes through the duct. The smaller the opening of the damper 301, the less airflow passes through the duct. The opening of the damper 301 can be expressed as a percentage. For example, a zero opening of the damper 301 indicates zero airflow, meaning the damper 301 is completely closed, blocking airflow. A 100% opening of the damper 301 indicates maximum airflow, meaning the damper 301 is fully open. In practical applications, the opening of the damper 301 can be precisely adjusted according to the specific needs and flight conditions of the aircraft to achieve optimal airflow control.

[0088] It should be noted that the damper control mechanism of this application can be used in any ventilation system and any air duct location of an aircraft. This includes, but is not limited to, its use in the ram air intake duct 405 and exhaust duct 406 of an aircraft.

[0089] Generally speaking, in an aircraft's environmental control system, the ramjet intake ventilation system utilizes the ramjet effect of airflow during flight to provide ventilation for the cockpit 402. Its core function is to control the intake volume by adjusting the opening of the damper 301 to adapt to the air intake requirements of the cockpit 402 at different flight speeds. This intake method requires no additional power unit and can effectively utilize natural conditions during flight, thereby improving intake efficiency.

[0090] The ram air intake duct 405 is a dedicated channel designed to achieve the ram air intake function. It is responsible for guiding outside air to the location inside the aircraft where air is needed. For example, it can be directly introduced into the interior space of the cockpit 402, or it can be introduced into the air conditioner first, and then guided into the interior space of the cockpit 402 through the air conditioner. In the embodiment where the damper 301 is movably installed in the ram air intake duct 405, the amount of air entering the cockpit 402 can be effectively managed by controlling the opening of the damper 301 to adapt to the air intake requirements of the cockpit 402 at different flight speeds of the aircraft.

[0091] The ram air intake duct 405 is a core component ensuring ventilation in the cockpit 402. It introduces external airflow to meet the air intake needs of the occupants within the cockpit 402. Precise control of the ram air intake directly affects the operational efficiency of the environmental control system. When the air intake of the ram air intake duct 405 is insufficient, the cockpit 402 is prone to problems such as oxygen deficiency and excessively high temperatures (the cockpit 402 temperature may exceed 40°C during summer flights). When the air intake of the ram air intake duct 405 is excessive, it leads to a sharp increase in aerodynamic drag, increasing aircraft energy consumption and causing excessive airflow noise.

[0092] Exhaust duct 406 refers to a channel that discharges treated or used air from inside the aircraft to the outside, ensuring air quality inside the aircraft and maintaining proper pressure balance. In an embodiment where damper 301 is movably installed in exhaust duct 406, the amount of air flowing out of cockpit 402 can be effectively managed by controlling the opening of damper 301.

[0093] For example, please see Figure 1 , Figure 1 A partial structural diagram of one embodiment of the aircraft is shown. The aircraft has a ram air intake 404 on the outer surface of its nose 401, and an interior air outlet 403 at the front end of the cockpit 402. A ram air intake duct 405 connects the ram air intake 404 and the interior air outlet 403 to introduce outside air into the cockpit 402. An exhaust duct 406 is also provided at the tail, connecting the rear end of the cockpit 402 to the external space at the tail end. A pressure relief valve 407 may be installed on the exhaust duct 406.

[0094] Please see Figure 1 In some embodiments, a damper 301 can be installed on the ram air intake duct 405, and a pressure relief valve 407 can be installed on the exhaust duct 406. External air from the aircraft can flow into the cockpit 402 through the ram air intake duct 405 and then out of the cockpit 402 through the exhaust duct 406. The pressure relief valve 407 is used to balance the pressure difference between the inside and outside of the cockpit 402. When the pressure inside the cockpit 402 is too high, the pressure relief valve 407 automatically opens to expel excess air to the outside, thus preventing damage to the cockpit 402 due to excessive pressure. When the pressure inside the cockpit 402 drops to a certain level, the pressure relief valve 407 automatically closes to prevent uncontrolled influx of external air into the cockpit 402, which could affect the environmental stability inside the cockpit 402. This design effectively improves the safety and comfort of the aircraft under various flight conditions.

[0095] For ease of explanation, the following explanation will take the structure in which the damper 301 is movably installed in the stamping air intake duct 405 and the actuator 110 is for manual operation as an example.

[0096] The actuation structure 100 includes a manually operated actuator 110, which is designed with parts that are easy for the pilot to hold and operate, such as a handle 114 or a push-pull lever. By manually operating the actuator 110, the damper 301 can be adjusted in opening. This manual operation method offers higher reliability and safety compared to the electronic control system, especially in the event of electronic control system failure, allowing manual adjustment of the damper 301 opening to ensure that the aircraft's ram air intake meets the needs of the cockpit 402.

[0097] For example, please see Figure 3In some embodiments, the actuator 110 includes a handle 114, which includes an intersecting first rod portion 115 and a second rod portion 116. The first rod portion 115 extends along a reference line and is mounted on the mounting member 120, while the second rod portion 116 is exposed inside the cockpit 402 of the aircraft. Thus, the structure is simple and easy to operate.

[0098] Based on this, the actuator 110 has multiple non-continuous fixed positions, and different fixed positions correspond to different opening settings of the damper 301. In this way, the driver can manually operate the actuator 110 to switch between different fixed positions, thereby achieving precise adjustment of the opening of the damper 301.

[0099] Please see Figures 2 to 4 Optionally, in some embodiments, the actuator 110 can move along a reference line to switch between multiple fixed gears. The reference line can be a straight line, a regular curve, or an irregular curve. For example, in an embodiment where the actuator 110 includes intersecting first and second lever portions 115 and 116, the reference line can be the central axis of the first lever portion 115. Thus, gear switching is performed by movement, resulting in a simple structure and easy operation. Of course, in other embodiments, the actuator 110 can also rotate around the reference line to switch between multiple fixed gears.

[0100] Please refer to the following: Figures 9 to 11 , Figure 9 and Figure 10 The partial structure shown is a wireframe diagram with hidden lines, mainly including the actuator 110, the mounting part 120, the anti-detachment part 220, and the local area of ​​the transmission part 210 near the anti-detachment part 220. The purpose is to better understand the internal mating relationship of these structures. Figure 11 for Figure 10 The front view of the mounting component 120 shown is taken from a direction opposite to the first direction. Figure 11 There are three shaded fan-shaped areas, each corresponding to one of the three insertion grooves 122.

[0101] Please see Figures 9 to 11 Optionally, in some embodiments, a plurality of second gearing parts 121 are spaced apart along the reference line and staggered in the circumferential direction of the reference line. The actuator 110 switches to different fixed gears by moving along the reference line and rotating around the reference line.

[0102] Since the multiple second stop portions 121 are staggered in the circumferential direction of the reference line, the actuator 110 needs to rotate around the reference line to allow the first stop portion 111 to engage with the second stop portion 121 in a limiting engagement. For example, the actuator 110 can first move along the reference line and then rotate around the reference line to disengage the first stop portion 111 from the current second stop portion 121, and then engage with another second stop portion 121 in a limiting engagement. Alternatively, the actuator 110 can first rotate around the reference line and then move along the reference line to disengage the first stop portion 111 from the current second stop portion 121, and then engage with another second stop portion 121 in a limiting engagement. Of course, other movement and rotation methods are also possible, and this application does not specifically limit them.

[0103] Thus, in order to switch gears, the actuator 110 needs to move along and rotate around the reference line. This makes the movement trajectory of the actuator 110 more complex, so that the position and posture of the actuator 110 in different gears are more significantly different, thereby facilitating blind operation of the actuator 110. That is, even without visual observation, the user can clearly identify the current gear based solely on the hand feedback given by the actuator 110 in different positions.

[0104] Please refer to the following: Figure 12 Optionally, in some embodiments, one of the first engagement part 111 and the second engagement part 121 is provided with an insertion groove 122, and the other is provided with an insertion protrusion 112. The insertion protrusion 112 can be fitted into the insertion groove 122 to restrict the rotation of the first engagement part 111. In this way, through the mechanical cooperation between the insertion groove 122 and the insertion protrusion 112, the stability of the connection between the first engagement part 111 and the second engagement part 121 can be further ensured, preventing the actuator 110 from disengaging from 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 smoother and more precise, providing a strong guarantee for the stable operation of the aircraft. At the same time, this structure is simple and easy to manufacture, reducing production costs and facilitating large-scale application. Of course, in other embodiments, other structural forms can also be adopted, for example, the first engagement part 111 and the second engagement part 121 can be magnetically fixed to each other.

[0105] Optionally, in some embodiments, at least three insertion recesses 122 are sequentially distributed along a first direction. For example, see [link to relevant documentation]. Figures 10 to 12 In this embodiment, there are three insertion grooves 122. These three insertion grooves 122, which are distributed sequentially along the first direction, can be defined as the first insertion groove 122, the second insertion groove 122, and the third insertion groove 122.

[0106] in, Figure 11There are three shaded fan-shaped areas, each corresponding to one of the three insertion recesses 122. Furthermore, Figure 11 The sector with the highest shading density represents the first insertion groove 122, the sector with medium shading density represents the second insertion groove 122, and the sector with the lowest shading density represents the third insertion groove 122.

[0107] Figure 12 for Figure 11 The diagram shows the planar development of the shape of the mounting component at section A, where 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 section lines corresponds to section A, which contains the solid portion of mounting component 120. Furthermore, Figure 12 The outer contour of the first mating part 111 is also shown to better understand the mating relationship between the first mating part 111 and the insertion groove 122. Figure 12 In the vertical direction of the drawing, the first insertion groove 122 is at the lowest position, the second insertion groove 122 is in the middle position, and the third insertion groove 122 is at the highest position.

[0108] Please see Figure 12 Optionally, in some embodiments, the opening of the insertion groove 122 is oriented opposite to the first direction, and the insertion protrusion 112 is inserted into the insertion groove 122 in a direction opposite to the first direction. In this embodiment, the actuator 110 may first move along the first direction to disengage the insertion protrusion 112 from the previous insertion groove 122 (e.g., the first insertion groove 122) and move towards the next insertion groove 122 (e.g., the second insertion groove 122); then the actuator 110 may rotate around a reference line to align the insertion protrusion 112 with the next insertion groove 122 (e.g., the second insertion groove 122); finally, the actuator 110 may move in a direction opposite to the first direction to allow the insertion protrusion 112 to be inserted into the next insertion groove 122 (e.g., the second insertion groove 122), thereby completing the switching of the actuator 110 between different fixed positions.

[0109] It should be noted that, in the embodiments of the present invention, by default, the first insertion groove 122 refers to the insertion groove 122 corresponding to the lower gear (e.g., the first insertion groove 122), and the second insertion groove 122 refers to the insertion groove 122 corresponding to the higher gear (e.g., the second insertion groove 122).

[0110] Optionally, in some embodiments, the insertion protrusion 112 is provided on the first stop portion 111, and the insertion groove 122 is provided on the second stop portion 121. At least three insertion grooves 122 are sequentially distributed along the first direction and correspond to the first stop, second stop and third stop that the actuator 110 sequentially passes through when moving along the first direction. When the actuator 110 rotates along the second direction, it sequentially passes through the first stop, second stop and third stop. The opening of the damper 301 corresponding to the first stop, second stop and third stop increases sequentially.

[0111] That is, in this embodiment, the opening degree of the damper 301 corresponding to the first gear is less 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 less than the opening degree of the damper 301 corresponding to the third gear. For example, it can be a state where the opening degree of the damper 301 corresponding to the first gear is zero (e.g. Figure 5 As shown), the second gear corresponds to the state where the damper 301 is 50% open (e.g. Figure 6 As shown), the third gear corresponds to the state where the damper 301 is 100% open (e.g. Figure 7 (As shown).

[0112] Based on this, the movement of actuator 110 along the first direction can be defined as an outward pulling upshift operation, corresponding to the process of increasing the opening of damper 301. Simultaneously, the movement of actuator 110 along the opposite direction to the first direction can be defined as an inward pushing downshift operation, corresponding to the process of decreasing the opening of damper 301. The inward direction is... Figure 2 The direction shown is from back to front, and the outward direction is... Figure 2 The direction shown is from front to back, and the outward direction is the first direction.

[0113] Thus, by moving and rotating in the same direction, the actuator 110 gradually increases or decreases the opening of the damper 301, an operation setting that better suits the user's operating habits. Secondly, in embodiments where the height of the actuator 110 exposed in the cabin 402 gradually increases as the actuator 110 moves in the first direction, the user can determine the current opening of the damper 301 based on the height of the actuator 110, thereby improving the ease of operation of the damper control mechanism. Similarly, in embodiments where the position of the actuator 110 within the cabin 402 gradually changes as the actuator 110 rotates in the second direction, the user can determine the current opening of the damper 301 based on the position of the actuator 110, thereby improving the ease of operation of the damper control mechanism.

[0114] Please see Figures 2 to 4Optionally, in some embodiments, at least three fixed gear positions are provided. The central angle of rotation of the actuator 110 when switching between two adjacent fixed gear positions is α, and the value of the central angle α ranges from 30° to 150°. Further, the value of the central angle α ranges from 80° to 100°. For example, the central angle α can be 80°, 85°, 90°, or 95°, etc. This design can ensure the flexibility of gear switching and make the position and posture of the actuator 110 more significantly different in different gear positions, thereby ensuring the accuracy of gear switching.

[0115] The central angle corresponding to the switching of the actuator 110 between the first and second gears can be the same as or different from the central angle corresponding to the switching of the actuator 110 between the second and third gears. For example, both central angles can be set to 90°. Figures 2 to 4 As shown.

[0116] Please see Figure 10 and Figure 12 Optionally, in some embodiments, the insertion protrusion 112 is inserted into the insertion groove 122 in a direction opposite to the first direction. The insertion groove 122 has a first groove side surface 123 and a second groove side surface 124 distributed sequentially in the second direction. In two adjacent insertion grooves 122 in the second direction, the second groove side surface 124 of the previous insertion groove 122 extends along the first direction to the groove edge of the next insertion groove 122.

[0117] The groove opening of the insertion groove 122 is oriented in the same direction as the first direction, and the insertion protrusion 112 can be inserted into the insertion groove 122 in a direction opposite to the first direction. When the insertion protrusion 112 is inserted into the insertion groove 122, the first groove side 123 and the second groove side 124 respectively abut against the two sides of the insertion protrusion 112 to restrict the rotation of the insertion protrusion 112 and the actuator 110, and to keep the actuator 110 stably in the current position. When the insertion protrusion 112 disengages from the insertion groove 122 and moves towards the next insertion groove 122 in the first direction, the second groove side 124 extends along the first direction to the edge of the groove opening of the next insertion groove 122. Therefore, the second groove side 124 can guide and position the insertion protrusion 112, so that the actuator 110 can move more smoothly to the next insertion groove 122, thereby improving the ease of operation of the damper control mechanism. That is, in this embodiment, the second groove side 124 is reused as a guide and positioning structure for the actuator 110.

[0118] Of course, in other embodiments, the insertion protrusion 112 may be inserted into the insertion groove 122 in a direction intersecting with the first direction, or the insertion protrusion 112 may be inserted into the insertion groove 122 in a direction intersecting with the first direction.

[0119] Please seeFigure 12 In one embodiment, the bottom surface of the insertion groove 122 includes a first bottom surface segment 122a, a second bottom surface segment 122b, and a third bottom surface segment 122c that are sequentially distributed and intersecting in a second direction. The first bottom surface segment 122a and the third bottom surface segment 122c extend obliquely in a first direction in the second direction (i.e., obliquely extend from the lower right to the upper left in the drawing). 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 face segment 112a, a second end face segment 112b, and a third end face segment 112c corresponding to the bottom surface of the insertion groove 122. The first end face segment 112a, the second end face segment 112b, and the third end face segment 112c are sequentially distributed and intersecting in the second direction.

[0120] In this embodiment, the first bottom segment 122a, the second bottom segment 122b, and the third bottom segment 122c are... Figure 12 Together, they form a general Z-shape, with the first bottom segment 122a, the second bottom segment 122b, the third bottom segment 122c, and the first groove side surface 123 forming a Z-shape. Figure 12 Together they form a rough W shape.

[0121] Thus, on the one hand, by setting the bottom surface of the insertion groove 122 to include a first bottom surface segment 122a, a second bottom surface segment 122b, and a third bottom surface segment 122c, and setting the end face of the insertion protrusion 112 to include a first end face segment 112a, a second end face segment 112b, and a third end face segment 112c, the bottom area of ​​the insertion groove 122 can be increased, and the contact area between the insertion protrusion 112 and the insertion groove 122 can be increased, thereby improving the positional stability of the insertion protrusion 112 on the insertion groove 122.

[0122] On the other hand, during the upshifting operation, as the actuator rotates in the second direction, the inclined third end face section 112c can play a guiding role, making it easier for the insertion protrusion 112 to cross the first edge 125 of the next insertion groove 122, thereby improving the ease of operation.

[0123] Please see Figure 12 In one embodiment, the groove edge where the first groove side 123 is located is defined as the first edge 125. In two adjacent insertion grooves 122 in the second direction, the first edge 125 of the latter insertion groove 122 extends obliquely away from the first direction in the second direction (i.e., it extends obliquely from the lower left to the upper right in the drawing). Thus, during the downshifting operation, as the actuator rotates in the direction opposite to the second direction, the oblique first edge 125 can act as a guide, making it easier for the insertion protrusion 112 to cross the first edge 125 of the current insertion groove 122, thereby improving the ease of operation.

[0124] Of course, the bottom surface of the insertion groove 122 can also be set in other forms, for example... Figures 15 to 18 In the embodiment shown, the bottom surface of the insertion groove 122 is not segmented, and its bottom surface can be an inclined extension (e.g. Figure 16 As shown), it can also be a horizontal extension (such as...). Figure 18 (As shown). More details will be provided below.

[0125] Similarly, the first edge 125 can also be set to other forms, for example... Figure 17 and Figure 18 In the illustrated embodiment, the first edge 125 extends laterally, and each insertion recess 122 is provided with a first edge 125. Details will be described below. It can be understood that... Figure 12 In 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.

[0126] 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.

[0127] 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".

[0128] Please see Figure 10Optionally, 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.

[0129] Please see Figure 2 Optionally, in some embodiments, the damper control mechanism further includes an elastic element 302 acting on the actuator 110. During the movement of the actuator 110 along the first direction, the elastic potential energy of the elastic element 302 increases, enabling the elastic element 302 to maintain the first stop portion 111 in a limited connection with the second stop portion 121. It can be understood that in embodiments with a plug-in protrusion 112 and a plug-in groove 122, the elastic element 302 enables the plug-in protrusion 112 to maintain a limited abutment against the groove wall of the plug-in groove 122. The elastic element 302 can be directly connected to the actuator 110, or indirectly connected to the actuator 110 through other structures, such as the transmission structure 200.

[0130] On the one hand, the elastic force of the elastic element 302 acting on the actuator 110, together with the constraint force of the bottom surface of the insertion groove 122 and the first edge 125 acting on the actuator 110, restricts the free movement of the actuator 110 along the reference line. This allows the insertion protrusion 112 to more tightly abut against the bottom surface of the insertion groove 122 and the first edge 125. That is, the elastic element 302 and the insertion groove 122 together serve as the gear locking structure of the actuator 110, enhancing the vibration resistance of the actuator 110 and ensuring that it remains in the target gear position during takeoff, turbulence, and other scenarios. The damper 301 maintains its target opening, ensuring uniform and controllable ram air intake.

[0131] On the other hand, when the actuator 110 loses the effect of external operating force, the elastic element 302 releases elastic potential energy, pushing the actuator 110 to move in the opposite direction to the first direction, thereby achieving automatic reset. This improves the ease of operation of the actuator 110 during downshifting operations (e.g., switching from the third gear to the second gear).

[0132] It should be noted that during the stage where the force of the elastic element 302 can drive the actuator 110 to move in the opposite direction to the first direction, the user can either directly remove the operating force on the actuator 110, or the user can maintain the operating force applied to the actuator 110. For the former, the power source for the movement of the actuator 110 is mainly the elastic element 302. For the latter, the power source for the movement of the actuator 110 includes both the elastic element 302 and the external operating force.

[0133] It is understandable that during the upshifting operation of pulling the actuator 110 outward, the force of the elastic element 302 acts as a resistance to the movement of the actuator 110. During the downshifting operation of pushing the actuator 110 inward, the force of the elastic element 302 is one of the driving forces for the movement of the actuator 110.

[0134] To facilitate understanding of the structural form of the insertion groove 122 and the cooperation relationship between the insertion protrusion 112 and the insertion groove 122, the following will take an embodiment in which the damper control mechanism includes an elastic member 302, the mounting member 120 is provided with a mounting hole 127, and the wall surface of the mounting hole 127 is provided with three insertion grooves 122 as an example for detailed explanation.

[0135] Specifically, please refer to Figures 10 to 12 .exist Figure 10 In the middle, the first insertion groove 122 is located at the end of the mounting hole 127 near the damper 301 ( Figure 10 The first insertion groove 122 is located in the middle of the mounting hole 127, and the second insertion groove 122 is located in the middle of the mounting hole 127. The third insertion groove 122 is located at the end of the mounting hole 127 away from the damper 301. Figure 10 (The middle to rear end).

[0136] exist Figure 12 In the vertical direction of the drawing, the first insertion groove 122 is at the lowest position, the second insertion groove 122 is in the middle position, and the third insertion groove 122 is at the highest position.

[0137] In this design, the second groove side 124 of the first insertion groove 122 extends along the first direction to the first edge 125 of the second insertion groove 122; that is, the second edge 126 of the first insertion groove 122 and the first edge 125 of the second insertion groove 122 have the same structure. Similarly, the second groove side 124 of the second insertion groove 122 extends along the first direction to the first edge 125 of the third insertion groove 122; that is, the second edge 126 of the second insertion groove 122 and the first edge 125 of the third insertion groove 122 have the same structure. The second groove side 124 of the third insertion groove 122 extends along the first direction to the edge of the mounting hole 127 away from the damper 301.

[0138] exist Figure 2In the state shown, when the actuator 110 is in the first position, the insertion protrusion 112 is inserted into the first insertion groove 122, and the two sides of the insertion protrusion 112 abut against the first groove side 123 and the second groove side 124 of the insertion groove 122, respectively.

[0139] The process of switching the actuator 110 from the first position to the second position includes three stages. Specifically, firstly, the actuator 110 is pulled along the first direction to move the insertion protrusion 112 along the first direction (with a large displacement) until the insertion protrusion 112 just crosses the position of the first edge 125 of the second insertion groove 122. Then, the actuator 110 is rotated along the second direction (the actuator 110 rotates around its own central axis) to rotate the insertion protrusion 112 along the second direction until the insertion protrusion 112 aligns with the second insertion groove 122. Finally, the operating force on the actuator 110 is released, that is, the actuator 110 is released so that the actuator 110 can move in the opposite direction 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.

[0140] During the pulling of the actuator 110 along 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 act as guides, making the movement of the actuator 110 smoother and more stable.

[0141] During the rotation of the actuator 110 in the second direction, when the side of the insertion protrusion 112 abuts against the side 124 of the second groove of the second insertion recess 122, the insertion protrusion 112 is precisely aligned with the second insertion recess 122. At this time, the side 124 of the second groove plays a positioning role, allowing the user to judge by feel whether the insertion protrusion 112 and the insertion recess 122 are aligned, which is more conducive to blind operation of the actuator 110 gear switching.

[0142] During the process of releasing the actuator 110 to allow it to retract on its own, 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 act as guides, enabling the actuator 110 to be inserted into the second insertion groove 122 more accurately and smoothly.

[0143] Similarly, the process of the actuator 110 switching from the second position to the third position also includes three stages, and the principle of the change in the mating relationship between the insertion protrusion 112 and the insertion groove 122 in these three stages is basically the same as that described above.

[0144] It is understandable that the gear shifting of actuator 110 is not limited to sequential gear shifting, such as shifting from the first gear to the second gear, or from the second gear to the third gear. It can also skip the second gear and shift directly from the first gear to the third gear, or directly shift from the third gear to the first gear.

[0145] It is not difficult to understand that the process of the actuator 110 switching from the second gear to the first gear also includes three stages, and the principle of the change of the mating relationship between the insertion protrusion 112 and the insertion groove 122 in these three stages is basically the same as that above, and the change process is basically the opposite of that above.

[0146] Specifically, the process of switching the actuator 110 from the second position to the first position involves first pulling the actuator 110 along the first direction to move the insertion protrusion 112 along the first direction (with a small displacement) until the insertion protrusion 112 just crosses the first edge 125 of the second insertion groove 122. Then, the actuator 110 is rotated in the opposite direction to the second direction to rotate the insertion protrusion 112 in the opposite direction to the second direction until the insertion protrusion 112 aligns with the first insertion groove 122. During this process, when the side of the insertion protrusion 112 abuts against the first groove side 123 of the first insertion groove 122, the insertion protrusion 112 is exactly aligned with the first insertion groove 122. Finally, the operating force on the actuator 110 is released, that is, the actuator 110 is released so that the actuator 110 can move on its own in the opposite direction to the first direction (with a large displacement) under the action of the elastic member 302 until the insertion protrusion 112 is inserted into the first insertion groove 122.

[0147] Similarly, the process of actuator 110 switching from the third gear to the second gear, and the process of actuator 110 switching from the third gear to the first gear, can be understood. This application will not elaborate further here.

[0148] Please see Figure 15 and Figure 16 ,in, Figure 15 There are three shaded fan-shaped areas, each corresponding to one of the three insertion recesses 122. Furthermore, Figure 15 The sector with the highest shading density represents the first insertion groove 122, the sector with medium shading density represents the second insertion groove 122, and the sector with the lowest shading density represents the third insertion groove 122.

[0149] Please see Figure 16 Optionally, in some other embodiments, the groove edge where the first groove side 123 is located is defined as the first edge 125, and the insertion protrusion 112 is provided with a limiting protrusion 113 on the side, the limiting protrusion 113 can abut against the first edge 125, and / or, the insertion protrusion 112 can abut against the bottom surface of the insertion groove 122.

[0150] In this embodiment, the groove edge where the first groove side 123 is located is defined as the first edge 125, and the groove edge where the second groove side 124 is located is defined as the second edge 126. By limiting the movement of the actuator 110 in the opposite direction to the first direction through the limiting protrusion 113 abutting against the first edge 125 of the insertion groove 122, and the insertion protrusion 112 abutting against the bottom surface of the insertion groove 122, the actuator 110 can be more stably maintained in the current gear position.

[0151] Of course, in other embodiments, the limiting protrusion 113 may not be provided, and the actuator 110 may be restricted from moving in the opposite direction to the first direction simply by the insertion protrusion 112 abutting against the bottom surface of the insertion groove 122. For example Figure 12 In the embodiment shown, the limiting protrusion 113 is not provided.

[0152] Alternatively, a limiting protrusion 113 may be provided, but the actuator 110 is restricted from moving in the opposite direction to the first direction only by the limiting protrusion 113 abutting against the first edge 125 of the insertion groove 122, and the insertion protrusion 112 and the bottom surface of the insertion groove 122 have a gap.

[0153] Please see Figure 16 Optionally, in another embodiment, the first edge 125 extends obliquely away from the first direction in the second direction, and the end face of the limiting protrusion 113 facing the first edge 125 extends obliquely away from the first direction in the second direction.

[0154] Please see Figure 15 and Figure 16 Optionally, in another embodiment, the bottom surface of the insertion groove 122 extends obliquely in the second direction along the first direction, and the end face of the insertion protrusion facing the insertion groove 122 extends obliquely in the second direction along the first direction. That is, the bottom surface of the insertion groove 122 and the first side surface 123 are in... Figure 16 Together they form a rough V shape.

[0155] Thus, on the one hand, by setting the bottom surface of the insertion groove 122 and the end face of the insertion protrusion 112 to extend at an incline, the bottom area of ​​the insertion groove 122 can be increased, and the contact area between the insertion protrusion 112 and the insertion groove 122 can be increased, thereby improving the positional stability of the insertion protrusion 112 on the insertion groove 122.

[0156] On the other hand, during the upshifting operation, as the actuator rotates in the second direction, the end face of the inclined insertion protrusion 112 can act as a guide, making it easier for the insertion protrusion 112 to cross the first edge 125 of the next insertion groove 122, thereby improving the ease of operation.

[0157] On the other hand, during downshifting, as the actuator rotates in the opposite direction to the second direction, the inclined first edge 125 can act as a guide, making it easier for the insertion protrusion 112 to cross the first edge 125 of the current insertion groove 122, thereby improving the ease of operation.

[0158] Of course, the bottom surface of the insertion groove 122 and the first edge 125 may not extend at an angle. For example, see Figure 17 and Figure 18 In another embodiment, the first edge 125 extends along a second direction, the end face of the limiting protrusion 113 facing the first edge 125 extends along the second direction, the bottom surface of the insertion groove 122 extends along the second direction, and the end face of the insertion protrusion facing the insertion groove 122 extends along the second direction. Thus, the structure is simple and easy to manufacture and form the actuator 110 and the mounting member 120.

[0159] in, Figure 17 There are three shaded fan-shaped areas, each corresponding to one of the three insertion recesses 122. Furthermore, Figure 17 The sector with the highest shading density represents the first insertion groove 122, the sector with medium shading density represents the second insertion groove 122, and the sector with the lowest shading density represents the third insertion groove 122.

[0160] Based on this, please refer to Figure 16 and Figure 18 Optionally, in some other embodiments, the wall surface of the mounting hole 127 is further provided with a positioning surface 128. The first insertion groove 122, the positioning surface 128 and the last insertion groove 122 are distributed sequentially in the opposite direction to the second direction. The positioning surface 128 starts from the first edge 125 of the first insertion groove 122 and extends along the first direction to the edge of the mounting hole 127 away from the damper 301.

[0161] It is not hard to understand, in Figures 15 to 18 In the illustrated embodiment, the upshift and downshift operations of the actuator 110 are the same as described above. Figure 12 The process of the illustrated embodiment is basically the same, and the principle of changing the fitting relationship between the insertion protrusion 112 and the insertion groove 122 during operation is basically the same as described above. The difference lies in that, due to... Figures 15 to 18 The embodiment shown is provided with a limiting protrusion 113 and a positioning surface 128. Therefore, when the insertion protrusion 112 is engaged with the first insertion groove 122, the side 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.

[0162] Understandable, Figure 12In the illustrated embodiment, the first groove side 123 of the first insertion groove 122 can extend along the first direction to the edge of the mounting hole 127 away from the damper 301, and serve to... Figure 16 The positioning surface 128 in the illustrated embodiment has the same function.

[0163] Please see Figure 8 Optionally, in some embodiments, the actuator 110 includes a handle 114 and an indicator structure 117 disposed on the handle 114. The handle 114 has an external display surface exposed inside the cockpit 402 of the aircraft, and the indicator structure 117 is disposed on the external display surface and used to indicate the position and orientation of the handle 114. Thus, by providing the indicator structure 117 on the external display surface of the handle 114, the pilot can intuitively and quickly determine the current position and orientation of the handle 114 during operation, thereby accurately controlling the current opening degree of the damper 301. This not only helps improve the ease of operation during flight but also enhances flight safety to a certain extent, avoiding potential risks caused by misoperation.

[0164] Please see Figure 9 Optionally, in some embodiments, the handle 114 includes an intersecting first rod portion 115 and a second rod portion 116. The first rod portion 115 extends along a reference line and is movably mounted on the mounting member 120. The external display surface is located on the side of the second rod portion 116 away from the first rod portion 115. This intersecting design of the first rod portion 115 and the second rod portion 116 allows the handle 114 to better distribute stress when subjected to external forces, improving the durability and reliability of the handle 114. It also ensures the stability and flexibility of the handle 114 during operation. When the driver needs to adjust the opening of the damper 301, they can quickly determine the current position of the handle 114 and its corresponding damper 301 opening by observing the indicator structure 117 on the external display surface, thereby achieving precise control.

[0165] The style and forming method of the indicator structure 117 can be selected in various ways. For example, the style of the indicator structure 117 can be a regular graphic (e.g., an arrow in a single direction) or an irregular graphic, and it can be a continuous graphic or a discontinuous graphic (e.g., multiple spaced protrusions).

[0166] The indicator structure 117 can be a structure sprayed or pasted onto the second rod portion 116, such as a sticker or paint. The indicator structure 117 can also be a structure directly molded onto the second rod portion 116, for example, in an embodiment where the handle 114 is manufactured using an injection molding process, the handle 114 can be integrally molded with the indicator structure 117.

[0167] Please see Figure 9Optionally, in some embodiments, one end of the second rod portion 116 is formed into an indicator structure 117, which is a unidirectional indicator arrow pointing away from the other end of the second rod portion 116.

[0168] In an embodiment where the position of the actuator 110 gradually changes within the cabin 402 as the actuator 110 rotates in the second direction, the user can also determine the current opening degree of the damper 301 based on the position of the actuator 110, thereby improving the ease of operation of the damper control mechanism.

[0169] Specifically, please refer to Figures 2 to 4 In this embodiment, when the actuator 110 is in the first position, the second lever 116 extends in the left-right direction, and the indicator arrow of the second lever 116 points to the left side as shown in the figure (e.g., Figure 2 (As shown). When the actuator 110 is in the second position, the second lever 116 extends in the vertical direction, and the indicator arrow of the second lever 116 points to the upper side as shown in the figure (e.g.). Figure 3 (As shown). When the actuator 110 is in the third position, the second lever 116 extends in the left-right direction, and the indicator arrow of the second lever 116 points to the right side of the figure (as shown). Figure 4 (As shown).

[0170] As the actuator 110 rotates in the second direction, its position within the cabin 402 gradually changes, manifested in two aspects. Firstly, the orientation of the second lever 116 and its indicator arrow gradually changes. The user can determine the current opening degree of the damper 301 based on the orientation of the indicator arrow on the second lever 116, thereby improving the ease of operation of the damper control mechanism. Secondly, as the actuator 110 rotates in the second direction, the height of the first lever 115 extending beyond the mounting hole 127 gradually increases; that is, the height of the actuator 110 exposed within the cabin 402 gradually increases. The user can determine the current opening degree of the damper 301 based on the height of the exposed actuator 110, thereby improving the ease of operation of the damper control mechanism.

[0171] It is understood that the damper control mechanism proposed in this invention, through the combination of a handle 114 with an indicator arrow, and the interlocking groove 122 and the elastic element 302, allows the user to quickly and accurately switch the handle 114 to the target position during operation, guided by both "tactile feedback" and "visual indication," thereby switching the damper 301 to the target opening and adjusting the ram air intake to the optimal intake volume matching the current operating conditions. This greatly improves the convenience and efficiency of operation. Furthermore, it enables precise and efficient blind operation, ensuring accurate adjustment even under conditions of limited visibility. Thus, it solves the problems of operational complexity and damper opening drift inherent in the stepless adjustment method of the damper 301, while also effectively overcoming the shortcomings of the single open / close adjustment method in terms of adaptability, providing users with a more reliable and flexible adjustment method.

[0172] Please see Figure 1 and Figure 2 Optionally, in some embodiments, the damper control mechanism further includes a transmission structure 200 connected between the actuator 110 and the damper 301, capable of transmitting the operating force of the actuator 110 to the damper 301. The design of the transmission structure 200 ensures that the operation of the actuator 110 is accurately and promptly reflected in the opening change of the damper 301, achieving effective linkage between manual operation and damper 301 opening adjustment. Of course, in other embodiments, the transmission structure 200 may be omitted, and the actuator 110 may be directly connected to and drive the damper 301.

[0173] In practical implementation, the transmission structure 200 can take various forms. For example, the transmission component 210 can be a cable, chain, or linkage. Taking a cable as an example, the actuator 110 is connected to the damper 301 through the cable. When the actuator 110 is operated, the cable will move accordingly, thereby driving the damper 301 to adjust its opening.

[0174] Please see Figure 2 Optionally, in some embodiments, the damper control mechanism further includes an elastic element 302 acting on the damper 301. As the opening of the damper 301 increases, the elastic potential energy of the elastic element 302 increases. Thus, the elastic element 302 allows the damper 301 to tend towards a lower opening, so that after the actuator 110 removes its traction force, the damper 301 can automatically return to a lower opening. The structure is simple and convenient for operation.

[0175] To prevent the transmission component 210 from being pulled away, the transmission structure 200 may also be equipped with an anti-disengagement component 220 or similar structures 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 includes a transmission member 210 and an anti-detachment member 220. The actuator 110 is connected to a first end of the transmission member 210 through the anti-detachment member 220, and a second end of the transmission member 210 is connected to a damper 301. The anti-detachment member 220 has an extreme position constrained by the mounting member 120 to limit the actuator 110 from continuing to pull the transmission member 210.

[0176] In this embodiment of the invention, the anti-detachment component 220 precisely limits the maximum pulling stroke of the transmission component 210, preventing excessive traction force from damaging the transmission structure 200 at the transmission boundary. This ensures that the transmission component 210 is always within a safe load-bearing range, avoiding failure of the transmission structure 200 due to misoperation or extreme operating conditions. In other words, it prevents the transmission component 210 from being excessively pulled, causing it to loosen or break, or the rocker arm 230 from deforming, thereby improving the reliability of the aircraft transmission structure 200.

[0177] The form in which the anti-detachment component 220 is constrained by the mounting component 120 can be varied. For example, please refer to... Figures 2 to 4 Optionally, in some embodiments, the actuator 110 is movable along a first direction to pull the transmission member 210, and the anti-detachment member 220 is exposed outside the mounting member 120. In its extreme position, the anti-detachment member 220 abuts against the end face of the mounting member 120 near the transmission member 210. That is, the direct abutment between the mounting member 120 and the anti-detachment member 220 restricts the continued movement of the anti-detachment member 220 and the transmission member 210 along the first direction. Thus, the structure is simple and easy to implement.

[0178] The anti-detachment component 220 can have various shapes and materials. For example, it can be a regular shape such as a hexagonal prism or cylinder, or an irregular shape. The material of the anti-detachment component 220 can be metal or plastic, etc. Please refer to [link / reference]. Figure 9 In one embodiment, the anti-detachment component 220 is constructed of a metal hexagonal prism, which allows the user to rotate it onto the externally threaded post 118 of the first rod portion 115 of the handle 114 using a wrench.

[0179] It is easy to understand that in the embodiment where the mounting part 120 has a slotted insertion groove 122 facing the first direction, the actuator 110, whether performing an upshift or downshift operation, needs to move a certain distance along the first direction until it can cross the first edge 125 of the insertion groove 122, so that the insertion protrusion 112 can rotate around the reference line. For example, when the actuator 110 performs a downshift operation starting from the third gear, it needs to move a preset distance along the first direction. This preset distance must be greater than the height of the first edge 125 of the third insertion groove 122 protruding from its bottom surface, so that the insertion protrusion 112 can rotate in the opposite direction to the second direction to cross the first edge 125 of the third insertion groove 122 and align with the second or first insertion groove 122.

[0180] Therefore, when the actuator 110 is in the third position, i.e., the damper 301 is fully open, a certain gap needs to be maintained between the anti-detachment component 220 and the mounting component 120. This gap must be greater than the height of the first edge 125 of the third insertion groove 122 protruding from its bottom surface, so that the actuator 110 has sufficient movement margin to allow the insertion protrusion 112 to cross over the first edge 125 of the third insertion groove 122. That is, when the actuator 110 is in the third position, the anti-detachment component 220 is not in the extreme position, but has a certain distance from the extreme position (e.g., ...). Figure 4 (As shown).

[0181] For example, in one embodiment, when the actuator 110 is in the third position, the anti-disengagement member 220 and the mounting member 120 have a distance of 5mm to 10mm, which can be 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm, or 9mm. Meanwhile, the first edge 125 of the third insertion groove 122 protrudes from its bottom surface by less than 5mm, which can be 3mm, 3.5mm, 4mm, or 4.5mm.

[0182] Of course, in other embodiments, the damper control mechanism may also include a flexible limiting member connected between the anti-detachment member 220 and the mounting member 120. The length of the flexible limiting member is greater than or equal to the travel of the anti-detachment member 220. The flexible limiting member can be a rope or chain, etc. Taking a rope as an example, before the anti-detachment member 220 moves to its limit position along the first direction, the traction force of the actuator 110 causes the anti-detachment member 220 and the transmission member 210 to move along the first direction. At this time, the rope is loose and not taut. When the anti-detachment member 220 moves to its limit position along the first direction, the rope is taut, and the mounting member 120 exerts a pulling force on the anti-detachment member 220 through the rope. The traction force of the actuator 110 cancels out this pulling force, so the transmission member 210 is not over-tractioned.

[0183] In some embodiments, the anti-detachment member 220 may have a first magnetic part, and the mounting member 120 may have a second magnetic part. As the anti-detachment member 220 approaches the mounting member 120, the repulsive force between the first magnetic part and the second magnetic part gradually increases. Further, the first magnetic part may be located on the end face of the anti-detachment member 220 facing the mounting member 120, and the second magnetic part may be located on the end face of the mounting member 120 facing the anti-detachment member 220. The first magnetic part may be positioned close to the second magnetic part when the anti-detachment member 220 is in its extreme position, maximizing the repulsive force between them. In this way, the repulsive force between the first and second magnetic parts counteracts the traction force of the actuator 110, reducing the risk of the transmission member 210 being excessively pulled and becoming loose or damaged.

[0184] Please see Figure 9 Optionally, in some embodiments, the anti-detachment component 220 is provided with a first mounting hole 221 and a second mounting hole 222, the actuator 110 is mounted on the first mounting hole 221, and the first end of the transmission component 210 is mounted on the second mounting hole 222. This results in a simple and easy-to-implement structure. Of course, in other embodiments, the first mounting hole 221 and the second mounting hole 222 may not be provided.

[0185] The first mounting hole 221 and the second mounting hole 222 can be connected or spaced apart. For example, please refer to... Figure 9 In one embodiment, the first mounting hole 221 and the second mounting hole 222 are connected and respectively penetrate the two end faces of the mounting member 120. Thus, the structure is simple and easy to implement.

[0186] Please see Figure 8 and Figure 9 Optionally, in some embodiments, the first end of the transmission member 210 is provided with a spherical locking protrusion 211, which is rotatably engaged with the second mounting hole 222. This facilitates the assembly of the transmission member 210 and the anti-detachment member 220. Furthermore, during the rotation of the actuator 110 and the anti-detachment member 220 around the reference line, since the spherical locking protrusion 211 can rotate freely relative to the anti-detachment member 220, the transmission member 210 does not need to rotate with the anti-detachment member 220, thus preventing the transmission member 210 and the rocker arm 230 from twisting or deforming. Of course, in other embodiments, the transmission member 210 can also be connected to the anti-detachment member 220 in other ways, such as by direct welding or fixing, or by screws.

[0187] Please see Figure 8 and Figure 9Optionally, in some embodiments, the actuator 110 is provided with an externally threaded post 118, and the first mounting hole 221 has an internal thread, the first mounting hole 221 being threadedly connected to the externally threaded post 118. The externally threaded post 118 is located at the end of the actuator 110 that passes through the mounting hole 127. The edge of the first mounting hole 221 can abut against the edge of the mounting hole 127 to define the extreme position of the anti-detachment member 220. Thus, the structure is simple and easy to install. More importantly, the actuator 110 and the anti-detachment member 220 have a stable and reliable connection, and even if the actuator 110 is excessively pulled, the anti-detachment member 220 will not detach from the actuator 110.

[0188] Please see Figure 9 Optionally, in some embodiments, the second mounting hole 222 includes a relief hole section 223 and an engagement hole section 224. The engagement hole section 224 connects the relief hole section 223 and the first mounting hole 221. The diameter of the engagement hole section 224 and the diameter of the spherical locking protrusion 211 are both larger than the diameter of the relief hole section 223. The first end of the transmission member 210 passes through the relief hole section 223 and connects with the spherical locking protrusion 211 placed in the engagement hole section 224. Thus, after the spherical locking protrusion 211 passes through the second mounting hole 222 and enters the engagement hole section 224, it can rotate freely around a reference line, but cannot pass through the relief hole section 223 to detach from the mounting member 120. Furthermore, after the spherical locking protrusion 211 enters the engagement hole section 224, the external threaded post 118 is threaded into the second mounting hole 222, so that the spherical locking protrusion 211 also cannot pass through the second mounting hole 222 to detach from the mounting member 120.

[0189] Please see Figure 2 and Figure 5 Optionally, in some embodiments, the damper 301 is rotatably mounted on the stamping air intake duct 405, and the transmission structure 200 further includes a rocker arm 230, which rotates coaxially with the damper 301. The first end of the transmission member 210 is connected to the actuator 110, and the second end of the transmission member 210 is rotatably connected to the rocker arm 230. This results in a simple and easily implemented structure. Of course, in other embodiments, the damper 301 can also be movably mounted on the stamping air intake duct 405.

[0190] Optionally, the second end of the transmission component 210 is provided with a collar 212, and the rocker arm 230 is provided with a mounting post 231 on the side away from the damper 301, with the collar 212 rotatably fitted onto the mounting post 231. This results in a simple structure that is easy to install. Of course, in other embodiments, the second end of the transmission component 210 can be connected to the rocker arm 230 in other ways.

[0191] Please see Figure 7 and Figure 8Optionally, in embodiments where the transmission component 210 is a cable, the transmission component 210 may include a cable wire 213 and a cable sheath 214, with a collar 212 and a spherical locking protrusion 211 both fixedly mounted on the cable wire 213. The cable sheath 214 is fixedly mounted on the machine body to guide and position the cable wire 213, guiding it to move along a preset trajectory. Specifically, when the actuator 110 moves along the first direction, the cable wire 213 will be pulled by the actuator 110 and move towards the mounting member 120; when the actuator 110 moves in the opposite direction to the first direction, the cable wire 213 will be pushed by the actuator 110 and move away from the mounting member 120.

[0192] Please see Figure 5 In embodiments where the transmission structure 200 includes an elastic element 302, optionally, one end of the elastic element 302 is connected to the rocker arm 230, and the other end is connected to the duct wall. The elastic element 302 can be a tension spring, a compression spring, a metal sheet, or other elastic structures. For example, in one embodiment, the rocker arm 230 has a protruding post on its side facing the damper 301, and the elastic element 302 is a tension spring, with one end hooked onto the protruding post of the rocker arm 230 and the other end hooked onto the duct wall.

[0193] The present invention also proposes an aircraft including the aforementioned damper control mechanism. The specific structure of the damper control mechanism is as described in the above embodiments. Since this aircraft adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here. The aircraft is provided with an air duct, and the damper 301 of the damper control mechanism is movably mounted on the air duct.

[0194] The aircraft type can be either an electric vertical takeoff and landing (eVTOL) aircraft or a helicopter, etc. The eVTOL configuration includes, but is not limited to, multi-rotor configuration, compound wing configuration, and tiltrotor configuration.

[0195] Please see Figure 1 Optionally, in some embodiments, the aircraft includes a cockpit 402 and a ram air intake duct 405, the ram air intake duct 405 connecting the external space of the aircraft and the internal space of the cockpit 402, and a damper 301 is movably mounted on the ram air intake duct 405. By operating the actuator 110 of the damper control mechanism, the opening degree of the damper 301 can be adjusted, thereby controlling the amount of ram air entering the cockpit 402, providing a strong guarantee for the safe operation of the aircraft.

[0196] Of course, the damper control mechanism is not limited to use only in the ram air intake duct 405, but can also be used in other air ducts of the aircraft, such as the exhaust air duct 406.

[0197] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A damper control mechanism, characterized in that, The system includes a damper and an actuation structure, wherein the damper is movably mounted in the air duct of the aircraft, and the actuation structure includes: An actuator, connected to the damper, is capable of driving the damper to adjust its opening degree; and The mounting component has the actuator movably mounted on it. One of the mounting component and the actuator is provided with a first stop portion, and the other is provided with a plurality of second stop portions. The first stop portion can be selectively and limitingly connected with one of the plurality of second stop portions to constrain the actuator to different fixed positions. The actuator has multiple non-continuous fixed positions, and different fixed positions correspond to different opening degrees of the damper; Multiple second gear positions are distributed at intervals along the reference line and staggered in the circumferential direction of the reference line. The actuator switches to different fixed gear positions by moving along the reference line and rotating around the reference line.

2. The damper control mechanism as described in claim 1, characterized in that, One of the first and second stop portions is provided with a insertion groove, and the other is provided with a insertion protrusion. The insertion protrusion can be fitted into the insertion groove to restrict the rotation of the first stop portion.

3. The damper control mechanism as described in claim 2, characterized in that, The insertion protrusion is provided on the first matching part, and the insertion groove is provided on the second matching part. At least three insertion grooves are distributed sequentially along the first direction and correspond to the first, second and third gears that the actuator passes through sequentially when moving along the first direction. When the actuator rotates along the second direction, it passes through the first gear, the second gear and the third gear in sequence. The damper opening corresponding to the first gear, the second gear and the third gear increases sequentially.

4. The damper control mechanism as described in claim 3, characterized in that, 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 distributed sequentially in the second direction. In two adjacent insertion grooves in the second direction, the second groove side of the previous insertion groove extends along the first direction to the groove edge of the next insertion groove.

5. The damper control mechanism as described in claim 4, characterized in that, The bottom surface of the insertion groove includes a first bottom surface segment, a second bottom surface segment, and a third bottom surface segment that are sequentially distributed and intersecting in the second direction. The first bottom surface segment and the third bottom surface segment extend obliquely in the second direction along the first direction, and the second bottom surface segment extends from the third bottom surface segment to the first bottom surface segment in the first direction. The insertion protrusion is provided with a first end face segment, a second end face segment and a third end face segment on the bottom surface of the insertion groove. The first end face segment, the second end face segment and the third end face segment are distributed sequentially and intersect in the second direction.

6. The damper control mechanism as described in claim 4, characterized in that, The first edge is defined as the groove edge where the side of the first groove is located. In two adjacent insertion grooves in the second direction, the first edge of the latter insertion groove extends obliquely away from the first direction in the second direction.

7. The damper control mechanism as described in claim 4, characterized in that, The first edge is defined as the groove edge where the side of the first groove is located. The insertion protrusion has a limiting protrusion on its side, which can abut against the first edge, and / or the insertion protrusion can abut against the bottom surface of the insertion groove.

8. The damper control mechanism as described in claim 7, characterized in that, The first edge extends obliquely away from the first direction in the second direction, and the end face of the limiting protrusion facing the first edge extends obliquely away from the first direction in the second direction. And / or, the bottom surface of the insertion groove extends obliquely in the second direction along the first direction, and the end face of the insertion protrusion facing the insertion groove extends obliquely in the second direction along the first direction; And / or, the height of the second groove side of the same insertion groove in the first direction is greater than the height of the first groove side in the first direction.

9. The damper control mechanism as described in claim 7, characterized in that, The mounting member has a mounting hole extending along the reference line, and a plurality of second stop portions are distributed on the hole wall surface of the mounting hole, and the first stop portion is provided at the portion of the actuator that extends into the mounting hole.

10. The damper control mechanism as described in claim 9, characterized in that, The mounting hole wall is also provided with a positioning surface. The first insertion groove, the positioning surface and the last insertion groove are distributed sequentially in the opposite direction to the second direction. The positioning surface starts from the first edge of the first insertion groove and extends along the first direction to the edge of the mounting hole away from the damper.

11. The damper control mechanism as described in claim 4, characterized in that, The damper control mechanism also includes an elastic element acting on the actuator. As the actuator moves along the first direction, the elastic potential energy of the elastic element increases, and the elastic element enables the insertion protrusion to remain in a state of limiting and abutting against the groove wall of the insertion groove.

12. The damper control mechanism as described in claim 1, characterized in that, The fixed gear position is provided with at least three, and the central angle of rotation of the actuator 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°.

13. The damper control mechanism as described in claim 1, characterized in that, The actuator includes a handle comprising an intersecting first and second rod portions, the first rod portion extending along the reference line and mounted on the mounting, and the second rod portion protruding into the cockpit of the aircraft.

14. The damper control mechanism as described in claim 13, characterized in that, The actuator further includes an indicator structure disposed on the side of the second lever portion away from the first lever portion, and is used to indicate the position of the handle.

15. The damper control mechanism as described in claim 1, characterized in that, The damper control mechanism also includes a transmission structure connected between the actuator and the damper, which can transmit the operating force of the actuator to the damper.

16. The damper control mechanism as described in claim 15, characterized in that, The damper control mechanism also includes an elastic element acting on the damper, and the elastic potential energy of the elastic element increases as the damper opening increases.

17. The damper control mechanism as described in claim 15, characterized in that, The transmission structure includes a transmission component and an anti-detachment component. The actuator is connected to the first end of the transmission component through the anti-detachment component. The second end of the transmission component is connected to the damper. The anti-detachment component has a limit position constrained by the mounting component to limit the actuator from continuing to pull the transmission component.

18. The damper control mechanism as described in claim 17, characterized in that, The actuator is movable in a first direction to pull the transmission member, the anti-detachment member is exposed outside the mounting member, and the anti-detachment member in the extreme position abuts against the end face of the mounting member near the transmission member.

19. An aircraft, characterized in that, It includes an air duct and a damper control mechanism as described in any one of claims 1 to 18, wherein the damper of the damper control mechanism is movably mounted on the air duct.

20. The aircraft as claimed in claim 19, characterized in that, The aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

21. The aircraft as claimed in claim 19, characterized in that, The aircraft also includes a cockpit, and the air duct includes a ram air intake duct that connects the external space of the aircraft and the internal space of the cockpit. The air door is movably installed on the ram air intake duct.

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