Air door control method, air door control mechanism and aircraft

Abstract

The invention discloses an air door control method, an air door control mechanism and an aircraft, and relates to the technical field of aircrafts, the air door control method comprises the following steps: obtaining a current flight speed and a target air inflow; determining a target gear according to the current flight speed and the target air inflow; and the gear of the actuating piece is adjusted to the target gear, so that the opening degree of an air door of the stamping air inlet duct is adjusted to the target opening degree. The technical problem that the stamping air inflow cannot well meet the air inflow requirement of the cabin can be solved.

Description

TECHNICAL FIELD

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

[0002] In an aircraft environmental control system, a ram air ventilation system uses the ram effect of airflow during flight to provide ventilation for the cabin. The core function of the ram air ventilation system is to control the ram air intake amount by adjusting the damper opening degree, so as to adapt to the cabin air intake amount demand at different flight speeds.

[0003] In the related art, the ram air intake amount cannot be well adapted to the cabin air intake demand. SUMMARY

[0004] The main purpose of the present application is to provide a damper control method, which aims to solve the technical problem that the ram air intake amount cannot be well adapted to the cabin air intake demand.

[0005] To achieve the above-mentioned purpose, the present application provides a damper control method, which comprises the following steps: obtaining a current flight speed and a target air intake amount ; determining a target gear position according to the current flight speed and the target air intake amount ; and adjusting the gear position of an actuating member to the target gear position , so that the damper opening degree of a ram air duct is adjusted to a target opening degree.

[0006] In an embodiment, the step of determining the target gear position according to the current flight speed and the target air intake amount comprises: comparing the current flight speed with a preset speed to output a first comparison result; comparing the target air intake amount with a preset air intake amount to output a second comparison result; determining the target gear position according to the first comparison result and the second comparison result.

[0007] In an embodiment, the preset speed includes a first speed , a second speed , a third speed and the fourth speed , the preset intake air amount comprises a first intake air amount and a second intake air amount , the target gear comprises a first gear , a second gear and a third gear , the first gear , the second gear and the third gear corresponding to the air door opening degree of the ram intake air duct is sequentially arranged from small to large, the first gear corresponding to the air door opening degree is 0; wherein, when the target intake air amount satisfies , the target gear is determined as the first gear ; when the current flight speed satisfies , and the target intake air amount satisfies , the target gear is determined as the second gear ; when the current flight speed satisfies , and the target intake air amount satisfies , the target gear is determined as the second gear ; when the current flight speed satisfies , and the target intake air amount satisfies , the target gear is determined as the third gear ; when the current flight speed satisfies , and the target intake air amount satisfies , the target gear is determined as the third gear .

[0008] In an embodiment, the preset speed and the preset intake air amount satisfy the relationship: .

[0009] In an embodiment, the expressions of the first speed , the second speed , the third speed and the third speed are: ; ; ; ; wherein, represents the first intake air amount; represents the second intake air amount; represents the average cross-sectional area of the cabin outlet; represents the frictional resistance coefficient of the ram intake air duct; represents the duct length of the ram intake air duct; represents the duct diameter of the ram intake air duct; represents the local resistance coefficient of the ram intake air duct; and represents the damper opening degree of the ram intake air duct, , corresponding to the second gear , corresponding to the third gear ; S represents the average cross-sectional area of the ram intake air duct; represents the gravitational acceleration; represents the height difference between the ram intake port and the cabin outlet.

[0010] In an embodiment, takes a value of 0.5, takes a value of 1.

[0011] In an embodiment, the first intake air amount and the second intake air amount satisfy the relationship: .

[0012] In addition, to achieve the above-mentioned purpose, the present application also proposes a damper control mechanism, which comprises a memory, a processor and a computer program stored on the memory and executable on the processor, and the computer program is configured to implement the steps of the damper control method as described above.

[0013] In addition, to achieve the above-mentioned purpose, the present application also proposes a damper control mechanism for implementing the damper control method as described above, which comprises a damper and an actuating structure, the damper is movably installed in the ram intake air duct of the aircraft, and the actuating structure comprises: an actuating member connected with the damper and capable of driving the damper to adjust the opening degree; and The mounting member is movably mounted on the mounting member and is switchable between different gears, and different gears of the actuating member correspond to different openings of the damper.

[0014] In an embodiment, one of the mounting member and the actuating member is provided with a first gear part, and the other is provided with a plurality of second gear parts, the first gear part is selectively positionally connected with the plurality of second gear parts, so that the actuating member is constrained in different fixed gears.

[0015] In an embodiment, the plurality of second gear parts are distributed along a reference line and are distributed in a circumferential direction of the reference line, and the actuating member is switched to different fixed gears by moving along the reference line and rotating around the reference line.

[0016] In an embodiment, one of the first gear part and the second gear part is provided with a plug-in groove, and the other is provided with a plug-in protrusion, the plug-in protrusion is adapted to be plugged into the plug-in groove to limit the rotation of the first gear part.

[0017] In an embodiment, the plug-in protrusion is provided on the first gear part, and the plug-in groove is provided on the second gear part, at least three plug-in grooves are sequentially distributed along a first direction and correspond to first, second and third gears that the actuating member sequentially passes through when moving along the first direction, the actuating member sequentially passes through the first, second and third gears when rotating along a second direction, and the damper openings corresponding to the first, second and third gears increase in turn.

[0018] In an embodiment, the plug-in protrusion is inserted into the plug-in groove in a direction opposite to the first direction, the plug-in groove has a first groove side and a second groove side sequentially distributed in the second direction, and in two adjacent plug-in grooves in the second direction, the second groove side of the former plug-in groove extends along the first direction until the slot edge of the latter plug-in groove.

[0019] In an embodiment, the damper control mechanism further comprises an elastic member acting on the actuating member, and the elastic member can keep the first gear part in positionally connected state with the second gear part.

[0020] In an embodiment, the actuating member comprises a handle for manual operation.

[0021] In addition, in order to achieve the above-mentioned purpose, the application further provides an aircraft, which comprises: a cabin provided with an in-cabin air outlet; A ram air intake duct connects the external space of the aircraft and the cabin air outlet, enabling the cabin air outlet to supply air to the cockpit interior; and As described above, the damper control mechanism is movably installed in the stamping air intake duct.

[0022] In one embodiment, the aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

[0023] One or more technical solutions proposed in this invention have at least the following technical effects: By introducing a target air intake volume and using it in conjunction with the current flight speed as the basis for determining the target position of the actuator, compared to determining the target position of the actuator solely based on the current flight speed, the dynamically adjusted ram air intake volume can better meet the cabin's needs, while avoiding a series of problems caused by improper ram air intake volume. In other words, it solves the technical problem of "ram air intake volume failing to properly match cabin air intake requirements." Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0025] 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, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a flowchart illustrating an embodiment of the damper control method of the present invention. Figure 2 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the damper control method in this embodiment of the invention; Figure 3 A schematic diagram of the structure of an embodiment of the aircraft provided by the present invention; Figure 4 A schematic diagram of the structure of an embodiment of the damper control mechanism provided by the present invention when the actuator is in the first position; Figure 5 for Figure 4 The illustrated embodiment is a structural diagram of the actuator in the second position. Figure 6 for Figure 4 The illustrated embodiment is a structural diagram of the actuator in the third position. Figure 7 for Figure 4Positioning diagram of the air door on the air duct; Figure 8 For Figure 5 Positioning diagram of the air door on the air duct; Figure 9 For Figure 6 Positioning diagram of the air door on the air duct; Figure 10 For Figure 4 Structure explosion diagram of the actuating structure and the transmission structure; Figure 11 For Figure 10 Internal structure diagram of the structure from another perspective; Figure 12 For Figure 11 Internal structure diagram of the mounting member; Figure 13 For Figure 12 Front view of the mounting member; Figure 14 For Figure 13 Planar development diagram of the shape of the mounting member at section A; Figure 15 For Figure 4 Structure explosion diagram of the air door and the transmission structure; Figure 16 For Figure 15 Assembly relationship diagram of the structure; Figure 17 Front view of the mounting member of another embodiment of the air door control mechanism provided by the application; Figure 18 For Figure 17 Planar development diagram of the shape of the mounting member at section B; Figure 19 Front view of the mounting member of still another embodiment of the air door control mechanism provided by the application; Figure 20 For Figure 19 Planar development diagram of the shape of the mounting member at section C.

[0027] Explanation of the reference signs: 1001, processing device; 1002, ROM; 1003, storage device; 1004, RAM; 1005, bus; 1006, I / O interface; 1007, input device; 1008, output device; 1009, communication device; 100, actuating structure; 110, actuating member; 111, first engaging portion; 112, insertion protrusion; 112a, first end surface section; 112b, second end surface section; 112c, third end surface section; 113, limiting protrusion; 114, handle; 115, first rod portion; 116, second rod portion; 117, indicating structure; 118, externally threaded column; 120, mounting member; 121, second engaging portion; 122, insertion recess; 122a, first bottom surface section; 122b, second bottom surface section; 122c, third bottom surface section; 123, first slot side surface; 124, second slot side surface; 125, first edge; 126, second edge; 127, mounting hole; 128, positioning surface; 129, mounting lug; 200, transmission structure; 210, transmission member; 211, spherical clamping protrusion; 212, collar; 213, wire drawing of cable; 214, cable sheath; 220, anti-disengaging member; 221, first assembly hole; 222, second assembly hole; 223, clearance hole section; 224, clamping hole section; 230, rocker arm; 231, mounting column; 301, air door; 302, elastic member; 401, aircraft nose; 402, cabin; 403, cabin air outlet; 404, ram air inlet; 405, ram air duct; 406, air outlet duct; 407, pressure relief valve.

[0028] The purposes, functional features and advantages of the present application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0029] It should be understood that the specific embodiments described herein are merely intended to explain the technical solutions of the present application, and are not intended to limit the present application.

[0030] In order to better understand the technical solutions of the present application, the specific embodiments will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0031] 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. The core function is to control the ram air intake by adjusting the air door opening, thereby adapting to the cabin air intake demand at different flight speeds.

[0032] The precise control of the ram air intake is directly related to the operating efficiency of the environmental control system. When the ram air intake is insufficient, the cabin is prone to problems such as oxygen deficiency and excessively high temperature (the cabin temperature can exceed 40℃ during summer flight). When the air intake is excessive, it will cause a sudden increase in air duct aerodynamic resistance, increasing the energy consumption of the aircraft, and causing excessive aerodynamic noise. Therefore, how to dynamically adjust the ram air intake according to the flight speed to stably match the cabin demand is the key to the design of the aircraft ram air intake system.

[0033] The existing manual operation gear shifting scheme cannot provide a quantitative reference of "current flight speed-target air intake amount-target gear position", and the driver can only control the gear position of the actuating member according to the flight speed by experience, which easily causes the ram air intake amount to deviate and cannot stably meet the cabin environmental control demand.

[0034] Therefore, in the related art, the ram air intake amount cannot be well adapted to the cabin air intake demand.

[0035] Therefore, in the related art, the ram air intake amount cannot be well adapted to the cabin air intake demand. Figure 1 , Figure 1 FIG. 1 is a flowchart of a first embodiment of a damper control method according to the present application.

[0036] In the embodiment, the damper control method comprises steps S10-S40.

[0037] In step S10, a current flight speed V is acquired. In step S20, a target air intake amount Q is acquired. .

[0038] It is to be noted that the current flight speed V refers to the flight speed of the current aircraft. It can be the flight speed in the running direction, the flight speed in the vertical direction, or the flight speed in both the running direction and the vertical direction. The current flight speed V can be acquired in various ways, which is not limited in the present application. For example, the current flight speed V can be measured in real time by a speed sensor installed on the aircraft. The speed sensor converts the measured physical signal into an electrical signal and transmits it to the control system of the aircraft. For another example, the current flight speed V can also be indirectly acquired by a navigation system of the aircraft. The navigation system calculates the current flight speed V according to the preset route, flight time, satellite positioning information, etc., and transmits the speed data to the control system of the aircraft.

[0039] The target air intake amount Q refers to the ram air intake amount corresponding to the current cabin demand. The ram air intake amount refers to the gas flow rate flowing into the cabin through the ram air intake duct of the aircraft. The target air intake amount Q refers to the ram air intake amount corresponding to the current cabin demand. The ram air intake amount refers to the gas flow rate flowing into the cabin through the ram air intake duct of the aircraft. The target air intake amount Q refers to the ram air intake amount corresponding to the current cabin demand. The ram air intake amount refers to the gas flow rate flowing into the cabin through the ram air intake duct of the aircraft.

[0040] The target air intake amount Q refers to the ram air intake amount corresponding to the current cabin demand. The ram air intake amount refers to the gas flow rate flowing into the cabin through the ram air intake duct of the aircraft.

[0041] The target air intake amount Q refers to the ram air intake amount corresponding to the current cabin demand. The ram air intake amount refers to the gas flow rate flowing into the cabin through the ram air intake duct of the aircraft. ​​​The acquisition mode can have multiple options, and the application does not make specific limitations. For example, it can be determined according to the actual needs of the aircraft cabin and the current flight state and other factors, and can be calculated by a pre-set algorithm model, or can be dynamically adjusted and determined according to historical data and real-time monitoring of cabin environment parameters (including but not limited to cabin temperature and humidity and cabin oxygen content).

[0042] Without loss of generality, in the aircraft environmental control system, the ram air ventilation system uses the ram effect of airflow during flight to provide ventilation for the cabin, and its core function is to control the air intake amount by adjusting the damper opening to adapt to the cabin air intake amount requirement at different flight speeds of the aircraft. This air intake method does not require additional power devices and can effectively utilize natural conditions during flight to improve air intake efficiency.

[0043] The ram air duct refers to a special channel designed to realize the ram air intake function, which is responsible for guiding external air to the desired position inside the aircraft. For example, it can be directly introduced into the cabin interior space, or it can be introduced into the air conditioner first and then guided to the cabin interior space through the air conditioner. In the embodiment in which the damper is movably installed in the ram air duct, by adjusting the damper opening, the amount of air entering the cabin can be effectively managed to adapt to the cabin air intake amount requirement at different flight speeds of the aircraft.

[0044] The cabin requirement can include but is not limited to the activity requirement of the cabin occupants and the operation requirement of the equipment. For example, to meet the normal activity requirement of the cabin occupants, the cabin environment requires sufficient oxygen and suitable temperature and humidity, which can be achieved by adjusting the ram air intake amount. For example, when the equipment is running, there is a heat dissipation requirement, and the heat dissipation requirement will be different at different flight states. When the heat dissipation requirement increases, the ram air intake amount can be increased to meet the operation requirement in time.

[0045] For convenience of writing, the activity requirement of the occupants will be used as the cabin requirement in the following description.

[0046] That is, the ram air duct, as a core component for ensuring cabin ventilation, meets the cabin occupants' requirement for air intake amount by introducing external airflow. Precise control of the ram air intake amount is directly related to the operating efficiency of the environmental control system. When the ram air intake amount of the ram air duct is insufficient, the cabin is prone to problems such as oxygen deficiency and excessive temperature. It can be understood that the ram air intake amount is not the larger the better. When the ram air intake amount of the ram air duct is too large, it will cause a sudden increase in the aerodynamic resistance of the ram air duct, increase the energy consumption of the aircraft, and cause problems such as excessive aerodynamic noise.

[0047] Step S20, determining a target gear position according to the current flight speed and the target air intake amount . .

[0048] It should be noted that the target gear is a gear value obtained from the preset gear mapping relationship according to the current flight speed and the predetermined target intake amount . This target gear will be used for subsequent throttle control to ensure that the aircraft can obtain the appropriate ram intake amount under different flight states, thereby meeting the needs of passenger activities and equipment cooling, and avoiding a series of problems caused by improper intake amount.

[0049] Step S30, adjusting the gear of the actuating member to the target gear , so that the throttle opening of the ram intake air duct is adjusted to the target opening.

[0050] It should be noted that the target opening refers to the gas flow rate flowing into the cabin through the ram intake air duct when the throttle is at the opening, which can meet the cabin demand.

[0051] In the embodiment of the application, the throttle is movably installed on the ram intake air duct, the actuating member is connected with the throttle, and the actuating member can drive the throttle to move. When the actuating member switches between different gears, it can drive the throttle to switch to different openings.

[0052] The throttle is movably installed on the ram intake air duct of the aircraft, and by adjusting the size of the throttle opening, the gas flow rate flowing through the ram intake air duct can be controlled, and then the gas flow rate flowing into the cabin through the ram intake air duct can be controlled. For example, the larger the throttle opening, the more gas flow rate flowing through the ram intake air duct; the smaller the throttle opening, the less gas flow rate flowing through the ram intake air duct.

[0053] The throttle opening can be expressed in percentage form, for example, a throttle opening of zero means a gas flow rate of zero, i.e. the throttle is completely closed and blocks the gas flow. A throttle opening of 100% means that the gas flow rate reaches the maximum, i.e. the throttle is completely open. In actual application, the opening of the throttle can be accurately adjusted according to the specific needs and flight state of the aircraft to achieve optimal gas flow control.

[0054] In the embodiment of the application, the actuating member can refer to those automatic structure forms relying on motor drive, gas pressure drive and hydraulic drive, such as electric steering gear. Such components can accurately execute control instructions to realize automatic operation of the equipment. At the same time, the actuating member can also refer to those structure forms specially designed for manual operation, such as handle, joystick, etc. These components realize the control and adjustment of the throttle by manually applying operating force.

[0055] Optionally, the actuating member has a plurality of discontinuous fixed gears, each of which corresponds to a different damper opening. For example, the actuating member can have three fixed gears, and the first gear corresponds to a damper opening of 0%, the second gear corresponds to a damper opening of 50%, and the third gear corresponds to a damper opening of 100%. Here, the fixed gear refers to the state in which the actuating member is temporarily fixed at a specific and discontinuous position after being mechanically limited by other components.

[0056] It can be understood that if the current gear of the actuating member is exactly the target gear , there is no need to adjust the gear of the actuating member, i.e., the actuating member remains in the current gear. If the current gear of the actuating member is not the target gear , the gear of the actuating member needs to be adjusted to the target gear .

[0057] Here, the current gear of the actuating member can be obtained in various ways, which are not limited in the present application. For example, a sensor can be arranged on the actuating member to obtain the current gear of the actuating member, and the sensor can sense the current gear of the actuating member in real time and feed back the gear information to the control system, so as to subsequently adjust the actuating member according to the target gear. For another example, the gear of the actuating member can also be obtained by a gear control module (part of the control system) of the aircraft, which records the gear information of the current aircraft.

[0058] In the embodiment of the present application, the target intake amount is introduced, and the target intake amount and the current flight speed are used as the basis for determining the target gear of the actuating member. Compared with determining the target gear of the actuating member only according to the current flight speed, the ram air intake amount after dynamic adjustment can better meet the cabin demand, and a series of problems caused by improper ram air intake amount can be avoided. That is, the technical problem of "the ram air intake amount cannot be well adapted to the cabin air intake demand" can be solved.

[0059] In order to more easily understand the technical solutions of the present application, the structure of an embodiment of the aircraft of the present application can be understood. Specifically, please refer to Figure 3 , Figure 3 a partial structure schematic view of an embodiment of the aircraft. The nose 401 of the aircraft is provided with a ram air inlet 404, the front end of the cabin 402 is provided with an in-cabin air outlet 403, and a ram air duct 405 is connected between the ram air inlet 404 and the in-cabin air outlet 403 to introduce external air into the cabin 402. The tail is also provided with an air outlet duct 406, which is connected between the tail end of the cabin 402 and the external space of the tail. The air outlet duct 406 can be provided with a pressure relief valve 407.

[0060] Please refer to Figure 3In some embodiments, a damper 301 can be arranged on the ram air inlet 405, and a pressure relief valve 407 can be arranged on the air outlet 406. The external air of the aircraft can flow into the interior space of the cabin 402 through the ram air inlet 405, and then flow out of the cabin 402 through the air outlet 406. On this basis, the pressure relief valve 407 is used to balance the pressure difference between the inside and outside of the cabin 402 of the aircraft. When the pressure in the cabin 402 is too high, the pressure relief valve 407 can be automatically opened to discharge the excess air to the outside, thereby avoiding damage to the cabin 402 due to excessive pressure. When the pressure in the cabin 402 is reduced to a certain extent, the pressure relief valve 407 will be automatically closed to prevent external air from uncontrollably flowing into the cabin 402 and affecting the stability of the environment in the cabin 402. This design effectively improves the safety and comfort of the aircraft under various flight conditions.

[0061] In a possible implementation, the step S20 can include steps S21-S23.

[0062] In step S21, the current flight speed is compared with the size relationship of the preset speed , and a first comparison result is output.

[0063] It should be noted that the preset speed refers to a speed threshold value that is set in advance under specific flight conditions to meet the cabin requirements (for example, to ensure that the cabin pressure is within a safe range). This threshold value is determined according to the design parameters of the aircraft, the cabin structure, and the expected flight environment, and the like. The application does not make a specific limitation on the value and the number of the preset speed , and a person skilled in the art can select and determine it according to the design requirements.

[0064] For example, the preset speed may be one, two or more. It can be understood that when the preset speed is one, the first comparison result includes that the current flight speed reaches or exceeds or is lower than the preset speed . When the preset speed is two, the first comparison result includes but is not limited to that the current flight speed is lower than the lower value of the preset speed , the current flight speed is between the lower value of the preset speed and the higher value of the preset speed , and the current flight speed exceeds the higher value of the preset speed . By analogy, it is not limited to this.

[0065] Step S22, comparing the target air intake amount with the preset air intake amount , and outputting a second comparison result.

[0066] It should be noted that the preset air intake amount refers to a threshold value of air intake amount that is set in advance to meet the cabin requirements (for example, to ensure that the cabin pressure is within a safe range) under certain flight conditions. This threshold value is determined through accurate calculation and experimental verification according to the cabin volume of the aircraft, personnel requirements, equipment heat dissipation requirements, and expected flight environment, etc. The application does not specifically limit the value and the number of preset air intake amount , which can be selected and determined by the person skilled in the art according to the design requirements.

[0067] For example, the preset air intake amount may be one, two or more. It can be understood that when the preset air intake amount is one, the second comparison result includes that the target air intake amount reaches or exceeds or is lower than the preset air intake amount . When the preset air intake amount is two, the second comparison result includes but is not limited to that the target air intake amount is lower than the lower value of the preset air intake amount , the target air intake amount is between the lower value of the preset air intake amount and the higher value of the preset air intake amount , and the target air intake amount exceeds the higher value of the preset air intake amount . And so on, not to mention.

[0068] Step S23, determining the target gear position according to the first comparison result and the second comparison result.

[0069] According to the first comparison result and the second comparison result, the control system will determine the target gear position of the actuator according to the corresponding control strategy, so that the damper is adjusted to the target opening degree, thereby better meeting the cabin requirements.

[0070] Wherein, the application does not specifically limit the number of target gear position , which can be selected and determined by the person skilled in the art according to the design requirements.

[0071] The embodiments of the present invention, through the above-mentioned precise comparison and judgment and reasonable target gear determination method, solve the problem that the damper is difficult to adjust precisely to meet the needs of the cabin under different operating conditions, effectively improve the accuracy and reliability of damper control, and thus ensure the stability and comfort of the cabin environment.

[0072] It is understood that there are multiple options for determining the control strategy for the actuator and damper based on the first comparison result and the second comparison result. For example, in one feasible implementation, the preset speed... Including the first speed set sequentially from smallest to largest Second speed Third speed and fourth speed (Right now The preset air intake volume Including the first intake volume set in ascending order of size. Second intake volume (Right now The target gear Including the first gear Second gear and third gear The first gear Second gear and third gear The damper openings of the corresponding ram air intake ducts are set sequentially from small to large, with the first position being... Corresponding damper opening The value is 0. Where: The target intake volume satisfies At that time, determine the target gear. First gear ; The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Second gear ; The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Second gear ; The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Third gear ; The current flight speed satisfies , and the target intake amount satisfies , the target gear is determined to be the third gear . .

[0073] It can be understood that the above control strategy is an embodiment of the gear mapping relationship, and the gear mapping relationship of the application is not limited thereto.

[0074] In the embodiment of the application, the preset speed is subdivided into a first speed , a second speed , a third speed , and a fourth speed , the preset intake amount is subdivided into a first intake amount and a second intake amount , and the target gear is subdivided into a first gear , a second gear , and a third gear , so that the target gear can be accurately determined according to different current flight speeds and target intake amounts, thereby realizing effective control of the throttle. This refined control strategy not only improves the performance stability of the aircraft, but also enhances its adaptability and safety under different flight conditions. That is, by subdividing the speed, intake amount, and gear, the throttle control is more accurate and flexible, providing a strong guarantee for the optimized operation of the aircraft.

[0075] Regarding the control strategy, a detailed description will be given below.

[0076] It can be understood that the preset speed can have multiple choices in value setting. For example, in a feasible implementation, the preset speed and the preset intake amount satisfy the relationship: .

[0077] That is, in the embodiment of the application, the preset speed is a function closely related to the preset intake amount , and this relationship is reflected in the setting process of the preset speed, which must fully consider the specific value of the preset intake amount and its change trend. In other words, the determination of the preset speed is not isolated, and there is an inherent, mutually influencing mathematical function relationship between the preset speed and the preset intake amount . Through this function relationship, the preset speed can be accurately set.So that the throttle opening after the regulation can better meet the demand of the cabin for ram air intake, and ensure the efficiency and stability of the system.

[0078] Of course, in other embodiments, the preset speed may not be a function of the preset intake amount. For example, a fixed preset speed value can be set through experimental results and historical data, which does not change with the change of the preset intake amount. In this case, the determination of the preset speed is based on past experience and actual test data, aiming to find a balance point that can better meet the demand of the cabin for ram air intake under most working conditions. Although this way may lack a certain flexibility and accuracy compared to the function relationship setting, it is still a feasible and effective choice in some specific scenarios or simplified control strategies.

[0079] It can be understood that the function expression of the preset speed may have multiple choices. For example, in a feasible implementation, the expressions of the first speed , the second speed , the third speed and the third speed are as follows: Formula ① Formula ② Formula ③ Formula ④ Wherein, represents the first intake amount; represents the second intake amount; represents the average cross-sectional area of the cabin outlet; represents the resistance coefficient of the ram air intake duct along the way; represents the length of the ram air intake duct; represents the diameter of the ram air intake duct; represents the local resistance coefficient of the ram air intake duct; (including and ) represents the throttle opening of the ram air intake duct, <, , corresponds to the second gear , corresponds to the third gear ; S represents the average cross-sectional area of the ram air intake duct; represents the acceleration of gravity; represents the height difference between the ram air intake and the cabin outlet.

[0080] It should be noted that in the above expression, the average cross-sectional area of the cabin air outlet , the resistance coefficient of the ram air duct along the way , the pipe length of the ram air duct , the pipe diameter of the ram air duct , the local resistance coefficient of the ram air duct , the average cross-sectional area S of the ram air duct, and the height difference between the ram air inlet and the cabin air outlet The values of these structure parameters can be selected and determined according to design needs during the design stage, which are not limited in the present application.

[0081] In addition, during the actual operation of the aircraft, these structure parameters are relatively stable and will not change easily, thereby providing relatively reliable basic data for the control of the damper, so that the damper can be accurately controlled according to these determined parameters to ensure the stability of the internal environment of the aircraft and the optimization of the performance.

[0082] It can be understood that under the premise that the values of these structure parameters are determined, the preset speed is actually a function relationship related to the preset intake amount , the damper opening of the ram air duct . This is in line with the technical concept of the present application. That is, to some extent, the expression can embody the technical concept of "determining the target gear position (corresponding to the target opening of the damper) according to the current flight speed and the target intake amount ".

[0083] It should be noted that the derivation process of the above preset speed function expression can be referred to below.

[0084] Specifically, the ram air intake amount introduced into the cabin through the ram air duct has two concepts: ideal intake amount and actual intake amount Q.

[0085] The ideal intake amount refers to the theoretical maximum flow rate without resistance and energy loss. When the aircraft flies at a speed , the air in front of the ram air inlet will flow into the ram air inlet at a speed . Among them, the speed and the speed (current flight speed ) are equal in value and opposite in direction. Define the average cross-sectional area of the ram air inlet as , then according to the continuity equation: Equation ⑤ The actual intake amount Q refers to the effective flow rate after considering resistance, energy loss, and height difference, i.e., the flow rate of the gas actually entering the cabin. It is derived by Bernoulli equation under the constraint of energy loss. It can be defined as: Equation ⑥ In Equation ⑥, represents the efficiency coefficient (dimensionless).

[0086] The energy equation (unit weight fluid) is derived for the ram intake (taken as the first section: velocity , pressure , height ) and the cabin outlet (taken as the second section: velocity , pressure , height ): Equation ⑦ In Equation ⑦, represents the total pipe resistance loss of the ram intake air duct (including the frictional resistance loss and the local resistance loss), defined as represents the average velocity of the airflow in the ram intake air duct, then The expression of Equation ⑧ In Equation ⑧, represents the frictional resistance coefficient of the ram intake air duct; represents the pipe length of the ram intake air duct; represents the pipe diameter of the ram intake air duct; represents the local resistance coefficient of the ram intake air duct.

[0087] It can be understood that the actual intake amount Q satisfies the continuity equation in the ram intake air duct. Therefore, the average velocity of the airflow in the ram intake air duct and the velocity at the second section can be expressed as: Equation ⑨ Equation ⑩ In Equations ⑨ and ⑩, represents the damper opening degree of the ram intake air duct; S represents the average cross-sectional area of the ram intake air duct; represents the average cross-sectional area of the cabin outlet.

[0088] Substituting Equation ⑨ into Equation ⑧, we get: Equation

[0089] In formula ⑦, since the cabin is a non-hermetic cabin, the pressure difference between the first cross section and the second cross section , i.e. , the two terms on the left and right sides of the equation and can be canceled out. Secondly, define to represent the height difference between the ram air inlet and the cabin air outlet, i.e. . On this basis, substitute formula ⑩ and into formula ⑦, and then multiply both sides of the equation by 2g. Thus, formula ⑦ can be transformed as follows: Formula

[0090] According to formula , the actual air intake (taking a positive value) is solved as follows: Formula

[0091] Substitute formula ⑤ and ⑥ into formula , and then transform it to obtain the expression of the efficiency coefficient : Formula

[0092] Therefore, substitute formula ⑤ into formula ⑥ to obtain another expression of the actual air intake : ; wherein

[0093] It can be understood that the first air intake and the second air intake are specific values of the actual air intake . And the speed is equal to the current flight speed . Therefore, according to formula , and the pre-set first air intake , second air intake , damper opening and damper opening , formulas ① to ④ can be derived. That is, the values (taking positive values) of multiple preset speeds that meet different air intake requirements under different openings, i.e., the values of the first speed , the second speed , the third speed and the third speed , can be calculated.

[0094] According to the formula it can be seen that the actual intake air mass is positively correlated with the speed when the latter is kept constant. Similarly, the actual intake air mass is positively correlated with the throttle opening when the latter is kept constant. Further, the speed is numerically equal to the current flight speed

[0095] . Therefore, it can also be said that the actual intake air mass is positively correlated with the current flight speed when the latter is kept constant. Similarly, the actual intake air mass is positively correlated with the throttle opening when the latter is kept constant. It can be understood that, assuming that the initial actuating member is in the second gear , the throttle is in an opening of, for example, 50%. During the gradual increase of the current flight speed V from zero (in a range lower than the first speed ), when the throttle opening is kept at

[0096] , the actual intake air mass increases with the increase of the current flight speed V (in a range lower than the first intake air mass , for example, 0 , 0.7 or , etc.). Since the throttle opening is kept at , when the current flight speed V increases to the first speed , the actual intake air mass increases to the first intake air mass . During the further increase of the current flight speed V (in a range greater than the first speed and lower than the second speed ), when the throttle opening is kept at , the actual intake air mass

[0097] increases with the increase of the current flight speed V (in a range greater than the first intake air mass and lower than the second intake air mass , for example, , or , etc.). Since the throttle opening is kept at , when the current flight speed V increases to the second speed , the actual intake air mass increases to the second intake air mass . , when the current flight speed V increases to a second speed , the actual air intake amount increases to a second air intake amount .

[0098] When the current flight speed V further increases (in a range greater than the second speed and less than a third speed ), if the damper opening degree is still maintained at , the actual air intake amount will increase (in a range greater than the second air intake amount , for example , or , etc.) as the current flight speed V increases. If the pilot finds that the current cabin demand can be maintained at the first air intake amount , a gear-up operation can be performed to adjust the gear of the actuator to a third gear , so that the damper opening degree increases to (for example, 100%), and the actual air intake amount will decrease to a range less than the first air intake amount . And when the damper opening degree is maintained at , the actual air intake amount will gradually increase to the first air intake amount as the current flight speed V increases to the third speed . The timing of the gear-up operation can be selected as needed, and the present application does not make specific limitations thereon. For example, the gear-up operation can be performed as soon as it is perceived that the current flight speed V just exceeds the second speed , or the gear-up operation can be performed when it is perceived that the current flight speed V has basically reached the third speed . After the gear-up operation, the actual air intake amount can reduce the energy consumption and aerodynamic noise of the aircraft while meeting certain requirements, which is beneficial to improve the endurance and user experience of the aircraft.

[0099] When the current flight speed V further increases (in a range greater than the third speed and less than a fourth speed ), the actual air intake amount will increase (in a range greater than the first air intake amount and less than the second air intake amount , for example , or , etc.) as the current flight speed V increases, if the damper opening degree is maintained at (etc.). Because the damper opening remains at As the current flight speed V increases to the fourth speed At that time, actual intake volume This will increase to the second intake volume. .

[0100] In one feasible implementation, The value is 0.5. The value is 1. Based on this, the first velocity... This can be understood as the damper opening being 50% (the actuator being in the second gear). When ), it just happens to satisfy The critical speed required for this ram air intake. Second speed. This can be understood as the damper opening being 50% (the actuator being in the second gear). When ), it just happens to satisfy The critical speed required for this ram air intake. Third speed. This can be understood as the damper opening being 100% (the actuator being in the third position). When ), it just happens to satisfy The critical speed required for this ram air intake volume. Fourth speed. This can be understood as the damper opening being 100% (the actuator being in the third position). When ), it just happens to satisfy The critical speed required for this ram air intake volume.

[0101] Of course, in other embodiments... and It can also be other values, for example The values ​​can be 0.3, 0.4, 0.6, or 0.7. The value can be 0.6, 0.7, 0.8, or 0.9. Those skilled in the art can select and determine this value according to design requirements during the design phase, and this application does not impose any specific limitations on it.

[0102] Understandable, first intake volume Second intake volume The value of can also be set in multiple ways. In one feasible implementation, This indicates the first air intake volume corresponding to the moderate air intake demand in the cabin. This indicates the second air intake volume corresponding to the high-level air intake requirements of the cockpit. Specifically, it can be the first air intake volume. and the second intake volume Satisfying Relationship: .

[0103] For example, the first intake volume and the second intake amount may be 0.45, 0.5 or 0.55.

[0104] It can be understood that when the actuating member is in the form of a structure for manual operation, such as a handle or a joystick, the damper control method provided by the present application can serve as an operation guide to enable the user (e.g., the pilot) to make accurate gear shifting operation judgments based on clear and accurate information. On this basis, steps S10 to S30 can be executed by the user or some of the steps can be executed by the control system and some of the steps can be executed by the user.

[0105] For example, in the first scenario, the user obtains the current flight speed and the target intake amount by visually inspecting the cockpit instrument panel, then subjectively judges the size relationship between the current flight speed and the preset speed , and judges the size relationship between the target intake amount and the preset intake amount to determine the target gear position , and finally manually operates the actuating member to adjust the actuating member to the pose corresponding to the target gear position .

[0106] For another example, in the second scenario, steps S10 and S20 are executed by the control system of the aircraft, and the control system can provide the user with information about the target gear position through voice broadcasting or the like. Under the guidance of this voice broadcast, the user only needs to perform the operation of adjusting the actuating member to the target gear position .

[0107] The first scenario will be further described below.

[0108] As discussed above, the first speed can be understood as the critical speed that can exactly meet the ram intake amount when the damper opening degree is 50% (the actuating member corresponds to the second gear position ). The second speed can be understood as the critical speed that can exactly meet the ram intake amount when the damper opening degree is 50% (the actuating member corresponds to the second gear position ). The third speed can be understood as the critical speed that can exactly meet the ram intake amount when the damper opening degree is 100% (the actuating member corresponds to the third gear position ). The fourth speed It can be understood that when the damper opening degree is 100% (the actuating member corresponds to the third gear position ), the critical speed just meets the demand of the ram air intake.

[0109] Based on this, the above concept can be further understood through the following four situations.

[0110] The first situation assumes that the initial actuating member is in the first gear position , and the damper is in the state of zero opening degree. The driver determines the current flight speed by means of the speedometer of the instrument panel, and determines the target intake amount by means of the instrument panel (such as the displayed temperature, humidity, and oxygen content, etc.) and / or the perception of his own senses. If it is found that the current flight speed is substantially equal to the first speed , and the current cabin demand is the first intake amount , then it can be determined that the target gear position should be the second gear position . Therefore, the actuating member is manually operated to the second gear position , so that the damper opening degree is adjusted to 50%. After this gear shifting operation, the air outside the aircraft flows into the ram air intake duct through the ram air intake port of the nose at the first speed (the numerical value is equal), and then is adjusted by the damper with 50% opening degree to an airflow with the first intake amount , which is delivered to the inside of the cabin through the cabin air outlet, and then is discharged through the pressure relief valve of the tail. This airflow just meets the moderate intake demand of the cabin.

[0111] The second situation assumes that the actuating member is currently in the second gear position , and the damper is currently in the state of 50% opening degree. The driver determines the current flight speed by means of the speedometer of the instrument panel, and determines the target intake amount by means of the instrument panel (such as the displayed temperature, humidity, and oxygen content, etc.) and / or the perception of his own senses. As the flight speed rises, if it is found that the current flight speed is substantially equal to the second speed , and the current cabin demand is close to the second intake amount , then it can be determined that the target gear position should be the second gear position . Since the current actuating member is already in the second gear position , no gear shifting operation of the actuating member is needed. That is, the actuating member is kept in the second gear position , and the damper opening degree is kept at 50%. At this time, the air outside the aircraft flows into the ram air intake duct through the ram air intake port of the nose at the second speed (Numeral equality) the ram air inlet at the nose of the aircraft flows into the ram air duct, and is regulated by the 50% open throttle to a flow rate of the second intake amount, and the flow is delivered to the interior of the cabin through the cabin air outlet, and is discharged through the pressure relief valve at the tail of the aircraft. This flow is just enough to meet the high intake demand of the cabin.

[0112] Third situation, the actuating member is currently in the second gear , and the throttle is currently in the 50% open state. The pilot determines the current flight speed by means of the speedometer of the instrument panel, and determines the target intake amount by means of the instrument panel (e.g. the temperature and humidity and oxygen content displayed thereon) and / or the perception of the pilot's own senses. With the further increase of the flight speed, if it is found that the current flight speed is substantially equal to the third speed , and the current cabin demand can be maintained at the first intake amount , then it can be determined that the target gear should be the third gear . Therefore, the actuating member is manually operated to the third gear , so that the throttle opening is adjusted to 100%. After this gear shifting operation, the air outside the aircraft flows into the ram air duct at the nose of the aircraft at the third speed (Numeral equality), and is regulated by the 100% open throttle to a flow rate of the first intake amount , and the flow is delivered to the interior of the cabin through the cabin air outlet, and is discharged through the pressure relief valve at the tail of the aircraft. This flow is just enough to meet the medium intake demand of the cabin.

[0113] Fourth situation, the actuating member is currently in the third gear , and the throttle is currently in the 100% open state. The pilot determines the current flight speed by means of the speedometer of the instrument panel, and determines the target intake amount by means of the instrument panel (e.g. the temperature and humidity and oxygen content displayed thereon) and / or the perception of the pilot's own senses. With the further increase of the flight speed, if it is found that the current flight speed is substantially equal to the fourth speed , and the current cabin demand is close to the second intake amount , then it can be determined that the target gear should be the third gear . Since the actuating member is currently in the third gear , no gear shifting operation of the actuating member is needed. That is, the actuating member is kept in the third gear , and the throttle opening is kept at 100%. At this time, the air outside the aircraft flows into the ram air duct at the nose of the aircraft at the fourth speed ​The ram intake port of the nose flows into the ram intake air duct, and then is regulated by the 100% open throttle to a second air intake amount, and the airflow is transported to the cabin interior through the cabin air outlet, and is discharged through the pressure relief valve of the tail. The airflow can exactly meet the high air intake demand of the cabin.

[0114] It can be understood that the above four situations correspond to the control strategy "when the current flight speed meets , and the target air intake amount meets , the target gear is determined as the second gear ; when the current flight speed meets , and the target air intake amount meets , the target gear is determined as the second gear ; when the current flight speed meets , and the target air intake amount meets , the target gear is determined as the third gear ; when the current flight speed meets , and the target air intake amount meets , the target gear is determined as the third gear " in the above. The control strategy and situation of the application include but are not limited to this, and other control strategies and situations can be derived by those skilled in the art according to the content disclosed in the application.

[0115] The first speed , the second speed , the third speed and the fourth speed calculated based on the formula are used to establish clear "current flight speed-target air intake amount-actuator gear" control rules (gear mapping relationship), forming a quantitative reference for the pilot to use directly. In other words, as long as the pilot masters the above control rules, the target gear can be clearly and accurately judged according to the flight speed of the aircraft and the cabin demand, thereby improving the control reliability and operation efficiency of the aircraft. In this way, the cabin demand can be better met, and other problems caused by excessive ram air intake can be avoided.

[0116] It can be understood that the above four situations are only used to illustrate the control rules, and are not an exhaustive enumeration of the control rules. The throttle opening degree is not limited to three, and fourth and etc. (for example) can be added; the preset speed is not limited to four, and a fifth speed can be added.​ and the sixth speed and so on ); target air intake amount It is not limited to two, but can also increase the third air intake amount and the fourth air intake amount and so on ). On this basis, the mapping relationship of "current flight speed-target air intake amount-actuator gear position" can have different variations and choices, which are not limited in this application.

[0117] It should be noted that the control rules can be roughly divided into three types, one is that the current flight speed is constant, but the target air intake amount changes; the second is that the current flight speed changes, but the target air intake amount is constant; the third is that both the current flight speed and the target air intake amount change. No matter which type, the pilot can find the corresponding target gear position (e.g. the third gear ) in the given mapping relationship according to the speed range that the current flight speed falls into (e.g. the current flight speed falls between the second speed and the third speed ), and the judgment result of whether the current air intake amount meets the cabin demand (e.g. the current air intake amount reaches the first air intake amount ), so as to be able to timely and accurately perform the upshift or downshift operation.

[0118] The existing manual operation gear shifting scheme lacks quantitative reference of "current flight speed-target air intake amount-target gear position", so the pilot can only control the gear position of the actuator by experience, which is easy to cause deviation of ram air intake amount and cannot stably meet the cabin environmental control demand. More importantly, the pilot lacks clear operation basis, so there is a serious operation risk.

[0119] In addition, the existing technology lacks quantitative design formula of "current flight speed-target air intake amount-wind tunnel structure parameter-actuator gear position", which leads to that the design of wind tunnel structure and gear position structure depends on experience groping (e.g. average cross-sectional area of ram air intake wind tunnel, air door opening degree corresponding to actuator gear position), which is difficult to accurately match the cabin air intake amount demand, and there is an obvious design short board.

[0120] The person skilled in the art knows that the ram air intake amount is positively correlated with the flight speed (the airflow kinetic energy is low at low speed, and the intake amount is insufficient; the airflow kinetic energy is high at high speed, and the intake amount is prone to be excessive), but the prior art has no formula to guide "how to design the air duct cross-sectional area S according to the target intake amount 、 , and the full flight speed range". For example, a certain light aircraft is empirically designed to have an average cross-sectional area S of the ram air intake air duct of 0.015 m2, and the ram air intake amount reaches 1.3 at a cruising speed of 120 km / h and a throttle opening of 50% (significantly exceeding the high intake requirement), and the throttle opening needs to be frequently switched to 100% to cause the ram air intake amount to fluctuate sharply. Another light aircraft has an average cross-sectional area S of the ram air intake air duct designed to be too small (0.008 m2), and the ram air intake amount is still only 0.7 at a low speed of 60 km / h and a fully open throttle (insufficient for the medium requirement).

[0121] It is worth mentioning that, according to the formula given in the foregoing of the present application (including formula ① to formula ④, formula , the ram air intake amount is quantitatively related to the flight speed, the air duct structure parameter, the gear opening, and the ram air intake amount, so that the designer can inversely calculate the required air duct structure parameter (including the average cross-sectional area S of the ram air intake air duct) according to the target intake amount 、 , to prevent excessive intake at high speed caused by conservative design. Moreover, according to the derivation formula of the preset speed 、 、 and , the accurate matching of "flight speed threshold-gear opening-actual intake amount" is achieved (for example, when = 60 km / h, the throttle opening of 50% exactly meets the intake amount requirement of ), and the problem of low parameter reuse rate across models is solved.

[0122] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the throttle control method of the present application, and more forms of simple transformation based on this technical concept are within the protection scope of the present application.

[0123] The present application also provides a throttle control mechanism, which comprises at least one processor and a memory in communication connection with the at least one processor; the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the throttle control method in the above embodiment I.

[0124] The following will be described with reference to Figure 2The diagram illustrates a structural schematic suitable for implementing a damper control mechanism in embodiments of the present invention. The damper control mechanism in embodiments of the present invention may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 2 The damper control mechanism shown is merely an example and should not be construed as limiting the functionality and scope of application of the embodiments of the present invention.

[0125] like Figure 2 As shown, the damper control mechanism may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the damper control mechanism. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the damper control mechanism to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show damper control mechanisms with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0126] In particular, the processes described above with reference to the flowcharts can be implemented as a computer software program according to the embodiments disclosed herein. For example, the embodiments disclosed herein include a computer program product comprising a computer program carried on a computer readable medium, the computer program comprising program code for performing the methods illustrated by the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the methods of the embodiments disclosed herein are performed.

[0127] The air door control mechanism provided by the present application adopts the air door control method in the above-mentioned embodiments, and can solve the technical problem of "the ram air intake amount failing to be well adapted to the cabin air intake demand". Compared with the prior art, the air door control mechanism provided by the present application has the same beneficial effects as the air door control method provided by the above-mentioned embodiments, and other technical features in the air door control mechanism are the same as the features disclosed in the previous embodiment method, which will not be described here.

[0128] It should be understood that various parts of the present application can be realized by hardware, software, firmware or a combination thereof. In the description of the above-mentioned embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0129] The above is merely specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

[0130] The present application also provides an air door control mechanism, through the structural scheme of the air door control mechanism embodiment, the gear shifting operation process of the actuating member in the above can be better understood.

[0131] Please refer to Figures 4 to 6 The air door control mechanism includes an air door 301 and an actuating structure 100. The air door 301 is movably installed in the ram air intake duct of the aircraft. The actuating structure 100 includes an actuating member 110 and a mounting member 120. The actuating member 110 is connected with the air door 301 and can drive the air door 301 to adjust the opening degree. The actuating member 110 is movably installed on the mounting member 120 and can be switched between different gears. Different gears of the actuating member 110 correspond to different opening degrees of the air door 301.

[0132] Optionally, in some embodiments, one of the mounting member 120 and the actuating member 110 is provided with the first engaging portion 111, and the other is provided with the plurality of second engaging portions 121. The first engaging portion 111 can be selectively limitedly connected with the plurality of second engaging portions 121, so that the actuating member 110 is constrained in different fixed positions. The actuating member 110 has discontinuous fixed positions, and different fixed positions correspond to different opening settings of the damper 301.

[0133] The first engaging portion 111 and the second engaging portion 121 are limitedly matched, so that the actuating member 110 is constrained in different fixed positions, and the damper 301 is stably and reliably constrained in a corresponding opening of the damper 301. The fixed position refers to that the first engaging portion 111 is limitedly connected with the second engaging portion 121, and the actuating member 110 is temporarily fixed in a definite and discontinuous position state.

[0134] It should be noted that, in the embodiment of the present application, the actuating member 110 can refer to those structures specially designed for manual operation, such as a handle 114, a joystick, etc. These components can realize the control and adjustment of the damper 301 by manually applying operating force. Meanwhile, the actuating member 110 can also refer to those automatic structures driven by electricity, such as an electric rudder. Such components can accurately execute control instructions and realize automatic operation of the device by being driven by a motor.

[0135] Optionally, in some embodiments, the actuating member is configured as a structure for manual operation, and the damper control mechanism further comprises a transmission structure 200 connected between the actuating member 110 and the damper 301, and capable of transmitting operating force of the actuating member 110 to the damper 301 to drive the damper 301 to adjust the opening.

[0136] In this way, the actuating member 110 is used as a power source for the damper 301 to move, and the user can manually operate the actuating member 110 to manually adjust the opening of the damper 301. Meanwhile, from the actuating structure 100 to the damper 301 via the transmission structure 200, the entire transmission path adopts a full mechanical structure, without using electronic components and relying on any on-board power supply. In this way, in the event of power interruption or rudder failure, the user can still reliably adjust the opening of the damper 301 by manual means, thereby improving the safety and reliability of the aircraft.

[0137] It should be noted that, Figures 4 to 6 The transmission member 210 is shown in an interrupted state, which is to enable other structures to occupy more pages. It can be understood that, in actual application, the transmission member 210 is a continuous and uninterrupted structure. Secondly, Figures 4 to 6The partial structure shown is a wire frame diagram showing hidden lines, mainly including the actuating member 110, the mounting member 120, the anti-disengaging member 220 and the partial region of the transmission member 210 close to the anti-disengaging member 220, which aims to better understand the internal matching relationship of these structures.

[0138] The transmission structure 200 includes the transmission member 210 and the anti-disengaging member 220, the actuating member 110 is connected with the first end of the transmission member 210 through the anti-disengaging member 220, the second end of the transmission member 210 is connected with the air door 301, and the anti-disengaging member 220 has a limit position constrained by the mounting member 120 to limit the actuating member 110 from continuously pulling the transmission member 210.

[0139] Optionally, in some embodiments, the transmission structure 200 includes the transmission member 210 and the anti-disengaging member 220, the actuating member 110 is connected with the first end of the transmission member 210 through the anti-disengaging member 220, the second end of the transmission member 210 is connected with the air door 301, and the anti-disengaging member 220 has a limit position constrained by the mounting member 120 to limit the actuating member 110 from continuously pulling the transmission member 210.

[0140] The embodiment of the present application utilizes the anti-disengaging member 220 as an intermediate medium connected between the actuating member 110 and the transmission member 210, and has a more reliable connection relationship between the anti-disengaging member 220 and the actuating member 110. With the constraint force between the anti-disengaging member 220 and the mounting member 120, the traction force of the transmission member 210 from the limit position is offset. That is, in the movement stroke before the limit position, the traction force of the actuating member 110 acts on the transmission member 210 through the anti-disengaging member 220, so that the transmission member 210 can be normally pulled. At the limit position, the traction force of the actuating member 110 is offset by the constraint force of the anti-disengaging member 220 from the mounting member 120, so that the transmission member 210 will not be over-pulled. In this way, the transmission member 210 can be prevented from being over-pulled to cause it to disengage or break, thereby improving the reliability of the aircraft transmission structure 200.

[0141] The mounting position and mounting form of the mounting member 120 are not specifically limited in the present application. For example, the mounting member 120 can be mounted on the air duct wall of the air duct, on the fuselage frame or on the cockpit instrument table. The mounting member 120 can be provided with a mounting lug 129, the mounting lug 129 is provided with a hole position for a screw to pass through, and then the mounting member 120 is locked and fixed by using a screw.

[0142] Please refer to Figure 3 , Figure 3A partial structural schematic diagram of an embodiment of an aircraft is shown. The nose 401 of the aircraft is provided with a ram air inlet 404, the front end of the cabin 402 is provided with an in-cabin air outlet 403, and a ram air duct 405 is connected between the ram air inlet 404 and the in-cabin air outlet 403 to introduce external air into the interior of the cabin 402. The tail of the aircraft is also provided with an air outlet duct 406 connected between the tail end of the cabin 402 and the external space of the tail. The air outlet duct 406 can be provided with a pressure relief valve 407.

[0143] Referring to Figure 3 In some embodiments, a damper 301 can be provided on the ram air duct 405, and a pressure relief valve 407 can be provided on the air outlet duct 406. External air of the aircraft can flow into the interior space of the cabin 402 through the ram air duct 405, and then flow out of the cabin 402 through the air outlet duct 406. On this basis, the pressure relief valve 407 is used to balance the pressure difference between the inside and outside of the cabin 402 of the aircraft. When the pressure in the cabin 402 is too high, the pressure relief valve 407 can be automatically opened to discharge excess air to the outside, thereby avoiding damage to the cabin 402 due to excessive pressure. When the pressure in the cabin 402 decreases to a certain extent, the pressure relief valve 407 will be automatically closed to prevent uncontrolled inflow of external air into the cabin 402, affecting the stability of the environment in the cabin 402. This design effectively improves the safety and comfort of the aircraft under various flight conditions.

[0144] For the convenience of writing, the following will be explained and described by taking an example of the damper 301 being movably installed on the ram air duct 405, and the actuating member 110 being a structure for manual operation.

[0145] The actuating structure 100 includes an actuating member 110 for manual operation, which is designed with a part that is convenient for the pilot to hold and operate, such as a handle 114 or a push-pull rod, etc. By manually operating the actuating member 110, the damper 301 can be driven to adjust the opening degree. This manual operation method has higher reliability and safety compared to an electric control system, especially when the electric control system fails, the opening degree of the damper 301 can still be adjusted by manual operation to ensure that the ram air intake of the aircraft adapts to the demand of the cabin 402.

[0146] For example, referring to Figure 5 In some embodiments, the actuating member 110 includes a handle 114, which includes intersecting first and second rod portions 115 and 116, the first rod portion 115 extends along a reference line and is installed on a mounting member 120, and the second rod portion 116 is exposed inside the cabin 402 of the aircraft. In this way, the structure is simple and easy to operate.

[0147] On this basis, the actuating member 110 has discontinuous multiple fixed gears, and different fixed gears correspond to different opening settings of the damper 301. In this way, the driver can manually operate the actuating member 110 to switch between different fixed gears, thereby achieving accurate adjustment of the opening of the damper 301.

[0148] Please refer to Figures 4 to 6 Optionally, in some embodiments, the actuating member 110 can be moved 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 embodiments in which the actuating member 110 includes the first rod portion 115 and the second rod portion 116 intersecting each other, the reference line can be the central axis of the first rod portion 115. In this way, the gear switching is achieved by moving, which is simple in structure and easy to operate. Of course, in other embodiments, the actuating member 110 can also be rotated around the reference line to switch between multiple fixed gears.

[0149] Please refer to Figures 11 to 13 , Figure 11 and Figure 12 The partial structure shown is a wireframe diagram with hidden lines, mainly including the actuating member 110, the mounting member 120, the anti-disengagement member 220 and the local area of the transmission member 210 close to the anti-disengagement member 220, which aims to better understand the internal cooperation relationship of these structures. Figure 13 For Figure 12 The front view of the mounting member 120 is shown from the perspective of the direction opposite to the first direction. Figure 13 There are three shaded sector areas in the figure, which correspond to the three plug-in grooves 122 respectively.

[0150] Please refer to Figures 11 to 13 Optionally, in some embodiments, the multiple second gear engagement portions 121 are distributed along the reference line and are distributed in a staggered manner in the circumferential direction of the reference line, and the actuating member 110 switches to different fixed gears by moving along the reference line and rotating around the reference line.

[0151] Since the multiple second gear engagement portions 121 are distributed in a staggered manner in the circumferential direction of the reference line, the actuating member 110 needs to be rotated around the reference line to make the first gear engagement portion 111 limit with the second gear engagement portion 121. For example, the actuating member 110 can first move along the reference line, then rotate around the reference line, so that the first gear engagement portion 111 is disengaged from the current second gear engagement portion 121, and then is limitingly connected with another second gear engagement portion 121. Alternatively, the actuating member 110 can first rotate around the reference line, then move along the reference line, so that the first gear engagement portion 111 is disengaged from the current second gear engagement portion 121, and then is limitingly connected with another second gear engagement portion 121. Of course, other moving and rotating modes are also possible, which are not limited in the present application.

[0152] Thus, the actuating member 110 needs to move along the reference line and rotate around the reference line in order to switch gears. This makes the movement trajectory of the actuating member 110 more complex, so that the pose of the actuating member 110 in different gears is more significantly different, thereby facilitating the blind operation of the actuating member 110. That is, the user can clearly identify the current gear according to the feedback given to the hand by the actuating member 110 in different poses, even without observing by eyes.

[0153] Please refer to Figure 14 Optionally, in some embodiments, one of the first gear part 111 and the second gear part 121 is provided with a plug-in groove 122, and the other is provided with a plug-in protrusion 112, which can be adapted to be plugged into the plug-in groove 122 to limit the rotation of the first gear part 111. Thus, through the mechanical cooperation of the plug-in groove 122 and the plug-in protrusion 112, the stability of the connection between the first gear part 111 and the second gear part 121 can be further ensured, avoiding the actuating member 110 from being out of the current gear due to accidental rotation. This design not only improves the reliability of the damper control mechanism, but also makes the entire gear switching process more smooth and accurate, providing a strong guarantee for the stable operation of the aircraft. At the same time, this structure is simple to process, reducing production costs and being conducive to large-scale popularization and application. Of course, in other embodiments, other structural forms can also be used, for example, the first gear part 111 and the second gear part 121 can be magnetically attracted and fixed to each other.

[0154] Optionally, in some embodiments, at least three plug-in grooves 122 are sequentially distributed along the first direction. For example, please refer to Figures 12 to 14 In the present embodiment, the plug-in groove 122 is provided with three, which can be defined as the first plug-in groove 122, the second plug-in groove 122 and the third plug-in groove 122 sequentially distributed along the first direction.

[0155] Among them, Figure 13 There are three shaded sector areas in the figure, which correspond to the three plug-in grooves 122 respectively. And, Figure 13 The sector area with the largest shadow density in the figure represents the first plug-in groove 122, the sector area with the medium shadow density represents the second plug-in groove 122, and the sector area with the smallest shadow density represents the third plug-in groove 122.

[0156] Figure 14 For Figure 13 The figure shows the planar development of the shape of the mounting member cut at the cross section A, where the cross section A is a cylindrical surface with a diameter slightly smaller than the maximum outer diameter of the mounting hole 127, Figure 14 The area filled with cross-hatching in the figure corresponds to the solid part of the mounting member 120 cut at the cross section A. And, Figure 14The outer contour of the first gear portion 111 is also shown to better understand the cooperation between the first gear portion 111 and the insertion grooves 122. In the drawings, the first insertion groove 122 is at the lowest position, the second insertion groove 122 is at the middle position, and the third insertion groove 122 is at the highest position. Figure 14

[0157] Please refer to Figure 14 Alternatively, in some embodiments, the slot of the insertion groove 122 is arranged in the opposite direction of the first direction, and the insertion protrusion 112 is inserted into the insertion groove 122 in the opposite direction of the first direction. In this embodiment, the actuator 110 can first move in the first direction to make the insertion protrusion 112 exit the previous insertion groove 122 (for example, the first insertion groove 122) and move towards the next insertion groove 122 (for example, the second insertion groove 122); then the actuator 110 rotates around the reference line to align the insertion protrusion 112 with the next insertion groove 122 (for example, the second insertion groove 122); finally, the actuator 110 moves in the opposite direction of the first direction to enable the insertion protrusion 112 to be inserted into the next insertion groove 122 (for example, the second insertion groove 122), thereby completing the switching of the actuator 110 between different fixed gears.

[0158] It should be noted that in the embodiments of the present application, the previous insertion groove 122 refers to the insertion groove 122 corresponding to the lower gear (for example, the first insertion groove 122), and the next insertion groove 122 refers to the insertion groove 122 corresponding to the higher gear (for example, the second insertion groove 122).

[0159] Alternatively, in some embodiments, the insertion protrusion 112 is arranged in the first gear portion 111, the insertion groove 122 is arranged in the second gear portion 121, and the at least three insertion grooves 122 are sequentially arranged along the first direction and correspond to the first gear, the second gear and the third gear that the actuator 110 sequentially passes through when moving in the first direction. The actuator 110 sequentially passes through the first gear, the second gear and the third gear when rotating in the second direction, and the opening degree of the damper 301 corresponding to the first gear, the second gear and the third gear increases sequentially.

[0160] That is, in this embodiment, the opening degree of the damper 301 corresponding to the first gear is smaller than the opening degree of the damper 301 corresponding to the second gear, and the opening degree of the damper 301 corresponding to the second gear is smaller than the opening degree of the damper 301 corresponding to the third gear. For example, the opening degree of the damper 301 corresponding to the first gear can be zero (as shown in Figure 7 , the opening degree of the damper 301 corresponding to the second gear can be 50% (as shown in Figure 8 , and the opening degree of the damper 301 corresponding to the third gear can be 100% (as shown in Figure 9 .​

[0161] On this basis, the movement of the actuating member 110 in the first direction can be defined as an outward pulling upshift operation, and the upshift operation corresponds to the process of increasing the opening degree of the damper 301. At the same time, the movement of the actuating member 110 in the direction opposite to the first direction can be defined as an inward pushing downshift operation, and the downshift operation corresponds to the process of reducing the opening degree of the damper 301. Wherein, the inward direction is the direction from back to front as shown in Figure 4 , and the outward direction is the direction from front to back as shown in Figure 4 , and the outward direction is the first direction.

[0162] In this way, the actuating member 110 gradually increases or gradually reduces the opening degree of the damper 301 by moving in the same direction and rotating in the same direction, and such operation setting is more in line with the operation habit of the user. Secondly, in the embodiment in which the height of the actuating member 110 exposed in the cabin 402 gradually increases when the actuating member 110 moves in the first direction, the user can determine the current opening degree of the damper 301 according to the size of the height of the actuating member 110 exposed, thereby improving the operation convenience of the damper control mechanism. Similarly, in the embodiment in which the pose of the actuating member 110 in the cabin 402 gradually changes when the actuating member 110 rotates in the second direction, the user can determine the current opening degree of the damper 301 according to the pose of the actuating member 110, thereby improving the operation convenience of the damper control mechanism.

[0163] Please refer to Figures 4 to 6 Optionally, in some embodiments, at least three fixed gears are provided, and the central angle of the actuating member 110 rotating when switching between two adjacent fixed gears is a, and the value range of the central angle a is 30° to 150°. Further, the value range of the central angle a is 80° to 100°. For example, the central angle a can take values of 80°, 85°, 90° or 95°, etc. Such design can not only ensure the flexibility of gear switching, but also make the poses of the actuating member 110 in different gears have more significant differences, thereby ensuring the accuracy of gear switching.

[0164] Wherein, the central angle corresponding to the switching of the actuating member 110 between the first gear and the second gear, and the central angle corresponding to the switching of the actuating member 110 between the second gear and the third gear, can be the same or different. For example, both of the central angles can be set to 90°, as shown in Figures 4 to 6 .

[0165] Please refer to Figure 12 and Figure 14Optionally, in some embodiments, the insertion protrusion 112 is inserted into the insertion recess 122 in a direction opposite to the first direction, the insertion recess 122 has a first slot side 123 and a second slot side 124 sequentially distributed in the second direction, in two adjacent insertion recesses 122 in the second direction, the second slot side 124 of the former insertion recess 122 extends in the first direction until the slot edge of the latter insertion recess 122.

[0166] In this embodiment, the slot opening of the insertion recess 122 is arranged in the same direction as the first direction, and the insertion protrusion 112 can be inserted into the insertion recess 122 in a direction opposite to the first direction. When the insertion protrusion 112 is inserted into the insertion recess 122, the first slot side 123 and the second slot side 124 abut the two sides of the insertion protrusion 112 respectively, so as to limit the rotation of the insertion protrusion 112 and the actuating member 110, and to stably maintain the actuating member 110 in the current gear position. When the insertion protrusion 112 moves in the first direction towards the latter insertion recess 122 and is separated from the insertion recess 122, since the second slot side 124 extends in the first direction to the slot edge of the latter insertion recess 122, the second slot side 124 can guide and position the insertion protrusion 112, so that the actuating member 110 can move more smoothly to the latter insertion recess 122, thereby improving the operation convenience of the damper control mechanism. That is, in this embodiment, the second slot side 124 is reused as a guide and positioning structure of the actuating member 110.

[0167] Of course, in other embodiments, the insertion protrusion 112 can be inserted into the insertion recess 122 in a direction intersecting the first direction, or the insertion protrusion 112 can be inserted into the insertion recess 122 in the first direction.

[0168] Please refer to Figure 14 In an embodiment, the slot bottom surface of the insertion recess 122 includes a first bottom surface section 122a, a second bottom surface section 122b and a third bottom surface section 122c sequentially distributed and intersecting in the second direction, the first bottom surface section 122a and the third bottom surface section 122c extend obliquely in the first direction in the second direction (i.e., extend obliquely from the lower right to the upper left of the drawing paper), and the second bottom surface section 122b extends from the third bottom surface section 122c to the first bottom surface section 122a in the first direction; the insertion protrusion 112 is provided with a first end surface section 112a, a second end surface section 112b and a third end surface section 112c corresponding to the slot bottom surface of the insertion recess 122, and the first end surface section 112a, the second end surface section 112b and the third end surface section 112c sequentially distribute and intersect in the second direction.

[0169] In this embodiment, the first bottom surface section 122a, the second bottom surface section 122b and the third bottom surface section 122c extend obliquely in the first direction in the second direction Figure 14The first bottom section 122a, the second bottom section 122b, the third bottom section 122c and the first slot side 123 together constitute a substantially Z shape. Figure 14 The first bottom section 122a, the second bottom section 122b, the third bottom section 122c and the first slot side 123 together constitute a substantially W shape.

[0170] In this way, on the one hand, by setting the slot bottom surface of the plug-in groove 122 to comprise the first bottom section 122a, the second bottom section 122b and the third bottom section 122c, and setting the end surface of the plug-in protrusion 112 to comprise the first end surface section 112a, the second end surface section 112b and the third end surface section 112c, the slot bottom surface area of the plug-in groove 122 can be increased, and the contact area between the plug-in protrusion 112 and the plug-in groove 122 can be increased, thereby improving the positional stability of the plug-in protrusion 112 on the plug-in groove 122.

[0171] On the other hand, during the upshift operation, the inclined third end surface section 112c can play a guiding role to make the plug-in protrusion 112 more easily jump over the first edge 125 of the next plug-in groove 122 during the rotation of the actuating member in the second direction, thereby improving the operation convenience.

[0172] Please refer to Figure 14 In an embodiment, the edge of the slot opening where the first slot side 123 is located is defined as the first edge 125, and in the two adjacent plug-in grooves 122, the first edge 125 of the next plug-in groove 122 extends obliquely away from the first direction in the second direction (i.e. extends obliquely from the lower left to the upper right of the drawing paper). In this way, during the downshift operation, the inclined first edge 125 can play a guiding role to make the plug-in protrusion 112 more easily jump over the first edge 125 of the current plug-in groove 122 during the rotation of the actuating member in the direction opposite to the second direction, thereby improving the operation convenience.

[0173] Of course, the slot bottom surface of the plug-in groove 122 can also be set in other forms, for example Figures 17 to 20 In the embodiment shown, the slot bottom surface of the plug-in groove 122 is not segmented, and the slot bottom surface thereof can be obliquely extended (as shown in Figure 18 ), or can be horizontally extended (as shown in Figure 20 ). Details will be described below.

[0174] Similarly, the first edge 125 can also be set in other forms, for example Figure 19 and Figure 20 In the embodiment shown, the first edge 125 is horizontally extended, and each plug-in groove 122 is provided with one first edge 125. Details will be described below. It can be understood that Figure 14In 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.

[0175] Optionally, in Figure 18 and Figure 20 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.

[0176] Understandable, Figure 14 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 14 The first insertion groove 122 of the illustrated embodiment is not subject to the technical 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".

[0177] Please see Figure 12 Optionally, in some embodiments, the mounting member 120 is provided with a mounting hole 127 extending along a reference line, and a plurality of second stop portions 121 are distributed on the hole wall surface of the mounting hole 127. A first stop portion 111 is provided on the portion of the actuator 110 that extends into the mounting hole 127. That is, the actuator 110 can move along the axis of the mounting hole 127 and can rotate about the axis of the mounting hole 127. The first stop portion 111 and the second stop portion 121 are both provided in the mounting hole 127, which can protect both of them to reduce the interference of external factors on the selective limiting and matching process of the two, thereby improving the functional reliability of the damper control mechanism. Of course, in other embodiments, the mounting hole 127 may not be provided. For example, a plurality of second stop portions 121 are distributed on the outer peripheral surface of the mounting post 231.

[0178] Please see Figure 4Optionally, in some embodiments, the damper control mechanism further comprises a resilient member 302 acting on the actuating member 110, the resilient potential energy of the resilient member 302 increases during the movement of the actuating member 110 in the first direction, and the resilient member 302 can keep the first gear part 111 in the state of being limitedly connected with the second gear part 121. It can be understood that, in the embodiment provided with the insertion protrusion 112 and the insertion groove 122, the resilient member 302 can keep the insertion protrusion 112 in the state of being limitedly abutted against the groove wall of the insertion groove 122. The resilient member 302 can be directly connected with the actuating member 110 or indirectly connected with the actuating member 110 through other structures, such as the transmission structure 200.

[0179] In one aspect, the elastic force of the resilient member 302 acting on the actuating member 110 and the constraint force of the groove bottom surface and the first edge 125 of the insertion groove 122 acting on the actuating member 110 together limit the movement freedom of the actuating member 110 along the reference line. In this way, the insertion protrusion 112 can be more tightly abutted against the groove bottom surface and the first edge 125 of the insertion groove 122. That is, the resilient member 302 and the insertion groove 122 together act as a gear locking structure of the actuating member 110, enhance the vibration resistance of the actuating member 110, and ensure that the actuating member 110 can always remain in the target gear position, the damper 301 can always remain in the target opening degree, and the ram air intake amount can be uniformly and controllably ensured in the scenarios of take-off, bumping and the like.

[0180] On the other hand, when the actuating member 110 loses the external operating force, the resilient member 302 releases the elastic potential energy and pushes the actuating member 110 to move in the direction opposite to the first direction, thereby realizing automatic reset. Thus, the operation convenience of the actuating member 110 in the gear down operation (for example, switching from the third gear position to the second gear position) can be improved.

[0181] It should be noted that, in the stage where the force of the resilient member 302 can drive the actuating member 110 to move by itself in the direction opposite to the first direction, the user can directly cancel the operating force on the actuating member 110 or the user can keep applying the operating force to the actuating member 110. For the former, the main power source for the movement of the actuating member 110 is the resilient member 302. For the latter, the power source for the movement of the actuating member 110 includes the resilient member 302 and the external operating force.

[0182] It can be understood that, in the gear up operation of pulling the actuating member 110 outward, the force of the resilient member 302 is the resistance for the movement of the actuating member 110. In the gear down operation of pushing the actuating member 110 inward, the force of the resilient member 302 is one of the power sources for the movement of the actuating member 110.

[0183] 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.

[0184] Specifically, please refer to Figures 12 to 14 .exist Figure 12 In the middle, the first insertion groove 122 is located at the end of the mounting hole 127 near the damper 301 ( Figure 12 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 12 (The middle to rear end).

[0185] exist Figure 14 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.

[0186] 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.

[0187] exist Figure 4 In 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.

[0188] The process of switching the actuating member 110 from the first gear position to the second gear position includes three stages. Specifically, first, the actuating member 110 is pulled in the first direction to move the insertion protrusion 112 in the first direction (with a large displacement) until the insertion protrusion 112 is just able to pass over the first edge 125 of the second insertion groove 122. Then, the actuating member 110 is rotated in the second direction (the actuating member 110 rotates about its own central axis) to rotate the insertion protrusion 112 in the second direction until the insertion protrusion 112 is aligned with the second insertion groove 122. Finally, the operating force on the actuating member 110 is removed, i.e., the actuating member 110 is released, so that the actuating member 110 can move in the direction opposite to the first direction under the action of the elastic member 302 (with a small displacement) until the insertion protrusion 112 is inserted into the second insertion groove 122.

[0189] In the process of pulling the actuating member 110 in the first direction, the two sides of the insertion protrusion 112 slide against the first groove side 123 and the second groove side 124 of the first insertion groove 122, respectively. At this time, the first groove side 123 and the second groove side 124 play a guiding role, which can make the movement of the actuating member 110 more smooth and stable.

[0190] In the process of rotating the actuating member 110 in the second direction, when the side of the insertion protrusion 112 abuts against the second groove side 124 of the second insertion groove 122, the insertion protrusion 112 is just aligned with the second insertion groove 122. At this time, the second groove side 124 plays a positioning role, which can support the user to judge whether the insertion protrusion 112 is aligned with the insertion groove 122 by hand feeling, and is more conducive to realizing the blind operation of the gear position switching of the actuating member 110.

[0191] In the process of releasing the actuating member 110 to make the actuating member 110 automatically retreat, the two sides of the insertion protrusion 112 slide against the first groove side 123 and the second groove side 124 of the second insertion groove 122, respectively. At this time, the first groove side 123 and the second groove side 124 play a guiding role, which can make the actuating member 110 more accurately and smoothly inserted into the second insertion groove 122.

[0192] Similarly, the process of switching the actuating member 110 from the second gear position to the third gear position also includes three stages, and the change principle of the cooperation relationship between the insertion protrusion 112 and the insertion groove 122 in the three stages is basically the same as above.

[0193] It can be understood that the gear position switching of the actuating member 110 is not limited to the gear positions being switched in sequence, such as from the first gear position to the second gear position, or from the second gear position to the third gear position. It can also be that the second gear position is skipped, and the first gear position is directly switched to the third gear position, or the third gear position is directly switched to the first gear position.

[0194] It is understandable that the process of switching the actuating member 110 from the second gear position to the first gear position also includes three stages, and the change principle of the cooperation relationship between the insertion protrusion 112 and the insertion groove 122 in the three stages is basically the same as the above, and the change process is basically opposite to the above process.

[0195] Specifically, the process of switching the actuating member 110 from the second gear position to the first gear position is to first pull the actuating member 110 in the first direction to move (with a small displacement) the insertion protrusion 112 in the first direction until the insertion protrusion 112 is just able to overcome the first edge 125 of the second insertion groove 122. Then, the actuating member 110 is rotated in the direction opposite to the second direction to rotate the insertion protrusion 112 in the direction opposite to the second direction until the insertion protrusion 112 is aligned with the first insertion groove 122. In this process, when the side surface of the insertion protrusion 112 abuts against the first groove side surface 123 of the first insertion groove 122, the insertion protrusion 112 is just aligned with the first insertion groove 122. Finally, the operating force on the actuating member 110 is removed, that is, the actuating member 110 is released, so that the actuating member 110 can move (with a large displacement) in the direction opposite to the first direction under the action of the elastic member 302 until the insertion protrusion 112 is inserted into the first insertion groove 122.

[0196] Similarly, the process of switching the actuating member 110 from the third gear position to the second gear position, and the process of switching the actuating member 110 from the third gear position to the first gear position can be known. This application will not expand here.

[0197] Please refer to Figure 17 and Figure 18 , wherein, Figure 17 There are three shaded sector areas in the figure, which correspond to the three insertion grooves 122 respectively. And, Figure 17 The sector area with the largest shadow density in the figure represents the first insertion groove 122, the sector area with the medium shadow density represents the second insertion groove 122, and the sector area with the smallest shadow density represents the third insertion groove 122.

[0198] Please refer to Figure 18 Optionally, in other embodiments, the edge of the slot where the first groove side surface 123 is located is defined as the first edge 125, the insertion protrusion 112 is provided with a limiting protrusion 113 on the side surface, the limiting protrusion 113 can abut against the first edge 125, and / or the insertion protrusion 112 can abut against the groove bottom surface of the insertion groove 122.

[0199] In the embodiment, the edge of the slot where the first slot side 123 is located is defined as the first edge 125, and the edge of the slot where the second slot side 124 is located is defined as the second edge 126. By abutting the first edge 125 of the plug-in groove 122 with the limiting protrusion 113, and abutting the plug-in convex portion 112 on the bottom surface of the plug-in groove 122, the movement of the actuating member 110 in the direction opposite to the first direction is restricted, so that the actuating member 110 can be more stably maintained in the current gear position.

[0200] Of course, in other embodiments, the limiting protrusion 113 can not be provided, and only the plug-in convex portion 112 abutting on the bottom surface of the plug-in groove 122 can be relied on to restrict the movement of the actuating member 110 in the direction opposite to the first direction. For example Figure 14 In the embodiment shown, the limiting protrusion 113 is not provided.

[0201] Alternatively, the limiting protrusion 113 can be provided, but only the limiting protrusion 113 abutting on the first edge 125 of the plug-in groove 122 can be relied on to restrict the movement of the actuating member 110 in the direction opposite to the first direction, and the plug-in convex portion 112 has a gap with the bottom surface of the plug-in groove 122.

[0202] Please refer to Figure 18 Alternatively, in another embodiment, the first edge 125 extends obliquely away from the first direction in the second direction, and the end surface of the limiting protrusion 113 facing the first edge 125 extends obliquely away from the first direction in the second direction.

[0203] Please refer to Figure 17 and Figure 18 Alternatively, in another embodiment, the bottom surface of the plug-in groove 122 extends obliquely along the first direction in the second direction, and the end surface of the plug-in convex portion facing the plug-in groove 122 extends obliquely along the first direction in the second direction. That is, the bottom surface of the plug-in groove 122 and the first slot side 123 together form a substantially V-shaped structure in Figure 18 .

[0204] In this way, on the one hand, by setting the bottom surface of the plug-in groove 122 and the end surface of the plug-in convex portion 112 to extend obliquely, the area of the bottom surface of the plug-in groove 122 can be increased, and the contact area between the plug-in convex portion 112 and the plug-in groove 122 can be increased, so that the position stability of the plug-in convex portion 112 on the plug-in groove 122 can be improved.

[0205] On the other hand, during the rotation of the actuating member in the second direction during the upshift operation, the oblique end surface of the plug-in convex portion 112 can act as a guide to make the plug-in convex portion 112 more easily climb over the first edge 125 of the next plug-in groove 122, thereby improving the operation convenience.

[0206] In another aspect, during the downshift operation, the inclined first edge 125 can play a guiding role to make the insertion protrusion 112 more easily jump over the first edge 125 of the current insertion recess 122, thereby improving the operation convenience.

[0207] Of course, the bottom surface of the insertion recess 122 and the first edge 125 can also not be inclinedly extended. For example, please refer to Figure 19 and Figure 20 In yet another embodiment, the first edge 125 extends along the second direction, the end surface of the limiting protrusion 113 facing the first edge 125 extends along the second direction, the bottom surface of the insertion recess 122 extends along the second direction, and the end surface of the insertion protrusion facing the insertion recess 122 extends along the second direction. In this way, the structure is simple and easy to manufacture the actuating member 110 and the mounting member 120.

[0208] Among them, Figure 19 There are three shaded sector areas in the figure, which correspond to the three insertion recesses 122 respectively. And, Figure 19 The sector area with the largest shadow density in the figure represents the first insertion recess 122, the sector area with the medium shadow density represents the second insertion recess 122, and the sector area with the smallest shadow density represents the third insertion recess 122.

[0209] On this basis, please refer to Figure 18 and Figure 20 Optionally, in other embodiments, the hole wall surface of the mounting hole 127 is also provided with a positioning surface 128, the first insertion recess 122, the positioning surface 128 and the last insertion recess 122 are sequentially distributed along the opposite direction of the second direction, and the positioning surface 128 extends from the first edge 125 of the first insertion recess 122 to the hole edge of the mounting hole 127 away from the air door 301 along the first direction.

[0210] It is not difficult to understand that, in Figures 17 to 20 the embodiment shown in the figure, the upshift operation and the downshift operation of the actuating member 110 are basically the same as the process of the above Figures 14 embodiment, and the change principle of the cooperation relationship between the insertion protrusion 112 and the insertion recess 122 in the operation is basically the same as the above. The difference is that, due to Figures 17 to 20 the limiting protrusion 113 and the positioning surface 128 in the embodiment shown in the figure, when the insertion protrusion 112 cooperates with the first insertion recess 122, the side surface of the limiting protrusion 113 away from the insertion protrusion 112 abuts against the positioning surface 128, and the positioning surface 128 plays a guiding and positioning role.

[0211] It can be understood that, in Figure 12In the shown embodiment, the first slot side 123 of the first insertion slot 122 can extend in the first direction to the mounting hole 127 away from the hole edge of the damper 301, and serve as a guide for the first guide pin 121. Figure 16 The positioning surface 128 of the shown embodiment serves the same purpose.

[0212] Referring to Figure 10 Optionally, in some embodiments, the actuating member 110 comprises a handle 114 and an indicating structure 117 provided on the handle 114, the handle 114 has an exposed end surface exposed inside the cockpit 402 of the aircraft, and the indicating structure 117 is provided on the exposed end surface and used to indicate the pose of the handle 114. In this way, by providing the indicating structure 117 on the exposed end surface of the handle 114, the pilot can intuitively and quickly determine the current pose of the handle 114 during operation, and thus accurately control the current opening degree of the damper 301. This not only helps to improve the operation convenience of the flight, but also to a certain extent enhances the safety of the flight, avoiding potential risks caused by misoperation.

[0213] Referring to Figure 11 Optionally, in some embodiments, the handle 114 comprises a first rod portion 115 and a second rod portion 116 intersecting with each other, the first rod portion 115 extends along the reference line and is movably mounted on the mounting member 120, and the exposed end surface is provided on the side of the second rod portion 116 away from the first rod portion 115. In this way, the intersection design of the first rod portion 115 and the second rod portion 116 enables the handle 114 to better disperse stress when subjected to external force, improving the durability and reliability of the handle 114. It also ensures the stability and flexibility of the handle 114 during operation. When the pilot needs to adjust the opening degree of the damper 301, he can quickly determine the current pose of the handle 114 and its corresponding opening degree of the damper 301 by observing the indicating structure 117 on the exposed end surface, and then achieve precise control.

[0214] The style and forming method of the indicating structure 117 can have multiple choices. For example, the style of the indicating structure 117 can be a regular pattern (such as a single-direction arrow) or an irregular pattern, and can be a continuous pattern or a discontinuous pattern (such as multiple spaced convex points).

[0215] The indicating structure 117 can be a structure sprayed or pasted on the second rod portion 116, such as a sticker or paint. The indicating structure 117 can also be a structure directly formed on the second rod portion 116, such as in the embodiment where the handle 114 is manufactured by injection molding process, the handle 114 can be integrally formed with the indicating structure 117.

[0216] Referring to Figure 11Optionally, in some embodiments, one end of the second rod portion 116 is shaped to form an indication structure 117, which is a single-directional indication arrow pointing away from the other end of the second rod portion 116.

[0217] In the embodiment where the pose of the actuating member 110 inside the cockpit 402 gradually changes as the actuating member 110 rotates in the second direction, the user can also determine the current opening degree of the damper 301 according to the pose of the actuating member 110, thereby improving the operation convenience of the damper control mechanism.

[0218] Specifically, referring to Figures 4 to 6 In the embodiment, when the actuating member 110 is in the first gear position, the second rod portion 116 extends in the left-right direction, and the indication arrow of the second rod portion 116 points to the left side of the drawing (as shown in FIG. 6A). Figure 4 When the actuating member 110 is in the second gear position, the second rod portion 116 extends in the up-down direction, and the indication arrow of the second rod portion 116 points to the upper side of the drawing (as shown in FIG. 6B). Figure 5 When the actuating member 110 is in the third gear position, the second rod portion 116 extends in the left-right direction, and the indication arrow of the second rod portion 116 points to the right side of the drawing (as shown in FIG. 6C). Figure 6

[0219] In the embodiment where the pose of the actuating member 110 inside the cockpit 402 gradually changes as the actuating member 110 rotates in the second direction, the pose of the actuating member 110 changes in two aspects. On the one hand, as the actuating member 110 rotates in the second direction, the orientation of the second rod portion 116 and the indication arrow thereon gradually changes. The user can determine the current opening degree of the damper 301 according to the orientation of the indication arrow on the second rod portion 116, thereby improving the operation convenience of the damper control mechanism. On the other hand, as the actuating member 110 rotates in the second direction, the height of the first rod portion 115 extending out of the mounting hole 127 gradually increases, i.e., the height of the actuating member 110 exposed inside the cockpit 402 gradually increases. The user can determine the current opening degree of the damper 301 according to the size of the exposed height of the actuating member 110, thereby improving the operation convenience of the damper control mechanism.

[0220] ​It can be understood that the damper control mechanism provided by the present application can quickly and accurately switch the handle 114 to the target gear position by means of the double guidance of "hand feeling feedback" and "visual identification", so as to switch the damper 301 to the target opening degree, adjust the ram air intake to the optimal air intake matching the current working condition, greatly improve the convenience and efficiency of operation. In addition, precise and efficient blind operation can also be realized, which can ensure the accuracy of adjustment even in the case of limited vision. In this way, the problems of complex operation and damper 301 opening degree drift in the stepless adjustment mode of the damper 301 can be solved, and the adaptability of the single opening / closing adjustment mode of the damper 301 can also be effectively overcome, thereby providing a more reliable and flexible adjustment means for the user.

[0221] Referring to Figure 3 and Figure 5 Optionally, in some embodiments, the damper control mechanism further comprises a transmission structure 200 connected between the actuating member 110 and the damper 301, and capable of transmitting the operating force of the actuating member 110 to the damper 301. The design of the transmission structure 200 ensures that the operation of the actuating member 110 can be accurately and timely reflected in the opening degree change of the damper 301, realizing the effective linkage between manual operation and damper 301 opening degree adjustment. Of course, in other embodiments, the transmission structure 200 can also not be provided, and the actuating member 110 is directly connected and drives the damper 301.

[0222] In the specific implementation process, the transmission structure 200 can adopt various forms, for example, the transmission member 210 can be a cable, a chain or a connecting rod, etc. Taking the cable as an example, the actuating member 110 is connected with the damper 301 through the cable, when the actuating member 110 is operated, the cable will move accordingly, and then drive the damper 301 to adjust the opening degree.

[0223] Referring to Figure 4 Optionally, in some embodiments, the damper control mechanism further comprises an elastic member 302 acting on the damper 301, and the elastic potential energy of the elastic member 302 increases in the process of increasing the opening degree of the damper 301. In this way, the damper 301 has a tendency to move towards a lower opening degree state by using the elastic member 302, so that after the actuating member 110 withdraws the traction force, the damper 301 can automatically reset to a lower opening degree. The structure is simple, and the operation of the damper control mechanism is convenient.

[0224] To prevent the transmission member 210 from being pulled off, the transmission structure 200 can also be provided with a structure such as a anti-pulling-off member 220 to improve the reliability and stability of the transmission structure 200. For example, referring to Figure 4Optionally, in some embodiments, the transmission structure 200 comprises a transmission member 210 and an anti-disengagement member 220, the actuating member 110 is connected to the first end of the transmission member 210 through the anti-disengagement member 220, the second end of the transmission member 210 is connected to the damper 301, and the anti-disengagement member 220 has a limit position constrained by the mounting member 120 to limit the actuating member 110 from continuously pulling the transmission member 210.

[0225] In the embodiments of the present application, the maximum pulling stroke of the transmission member 210 is accurately limited by the anti-disengagement member 220, the damage of the transmission structure 200 caused by excessive traction force is blocked from the transmission boundary, and it is ensured that the transmission member 210 is always within the safe load range, thereby avoiding the failure of the transmission structure 200 caused by misoperation or extreme working conditions. That is, the transmission member 210 can be prevented from being excessively pulled to cause it to disengage or break, or to cause the rocker arm 230 to deform, thereby improving the reliability of the aircraft transmission structure 200.

[0226] The form of the anti-disengagement member 220 constrained by the mounting member 120 can have various options. For example, please refer to Figures 4 to 6 Optionally, in some embodiments, the actuating member 110 can move in the first direction to pull the transmission member 210, the anti-disengagement member 220 is exposed outside the mounting member 120, and the anti-disengagement member 220 in the limit position abuts against the end surface of the mounting member 120 close to the transmission member 210. That is, the anti-disengagement member 220 and the transmission member 210 are limited to continue moving in the first direction by the direct abutment of the mounting member 120 and the anti-disengagement member 220. In this way, the structure is simple and easy to implement.

[0227] Among them, the shape and material of the anti-disengagement member 220 can have various options. For example, the anti-disengagement member 220 can be a regular shape such as a hexagonal prism, a cylinder, or an irregular shape. The material of the anti-disengagement member 220 can be metal or plastic, etc. Please refer to Figure 11 In an embodiment, the anti-disengagement member 220 is a metal hexagonal prism structure, which is convenient for users to rotate and install on the outer threaded column 118 of the first rod part 115 of the handle 114 through a wrench.

[0228] It is appreciated that in the embodiment where the mounting member 120 is provided with the insertion groove 122 with the notch facing the first direction, the actuating member 110 needs to move a distance along the first direction first before the insertion protrusion 112 can rotate about the reference line, no matter whether the actuating member 110 is performing the upshift operation or the downshift operation. For example, when the actuating member 110 performs the downshift operation from the third gear position, the actuating member 110 needs to move a preset distance along the first direction first, which is greater than the height dimension of the first edge 125 of the third insertion groove 122 protruding from the groove bottom surface, so that the insertion protrusion 112 can rotate in the direction opposite to the second direction to pass over the first edge 125 of the third insertion groove 122 and align with the second or first insertion groove 122.

[0229] Therefore, when the actuating member 110 is in the third gear position, i.e. the damper 301 is fully opened, a certain distance needs to be reserved between the anti-disengagement member 220 and the mounting member 120, and the distance is greater than the height dimension of the first edge 125 of the third insertion groove 122 protruding from the groove bottom surface, so that the actuating member 110 has sufficient movement allowance to allow the insertion protrusion 112 to pass over the first edge 125 of the third insertion groove 122. That is, when the actuating member 110 is in the third gear position, the anti-disengagement member 220 is not in the limit position, but has a certain distance (e.g. 5mm to 10mm, which can be 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm or 9mm) from the limit position. Figure 6

[0230] For example, in an embodiment, when the actuating member 110 is in the third gear position, the anti-disengagement member 220 has a distance of 5mm to 10mm from the mounting member 120, which can be 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm or 9mm. Meanwhile, the height dimension of the first edge 125 of the third insertion groove 122 protruding from the groove bottom surface is less than 5mm, which can be 3mm, 3.5mm, 4mm or 4.5mm.

[0231] Of course, in other embodiments, the damper control mechanism can further include a flexible limiting member connected between the anti-disengagement member 220 and the mounting member 120, and the length of the flexible limiting member is greater than or equal to the movement stroke of the anti-disengagement member 220. The flexible limiting member can be a rope or a chain, etc. Taking the rope as an example, before the anti-disengagement member 220 moves to the limit position along the first direction, the pulling force of the actuating member 110 will cause the anti-disengagement member 220 and the transmission member 210 to move along the first direction, at which time the rope is in a loose and untightened state. When the anti-disengagement member 220 moves to the limit position along the first direction, the rope is tightened, the mounting member 120 generates a pulling force on the anti-disengagement member 220 through the rope, and the pulling force of the actuating member 110 is counteracted by the pulling force, so that the transmission member 210 will not be excessively pulled.

[0232] ​In some other embodiments, the first magnetic force part can be arranged on the anti-disengagement piece 220, and the second magnetic force part can be arranged on the mounting piece 120. In the process of the anti-disengagement piece 220 approaching the mounting piece 120, the repulsion between the first magnetic force part and the second magnetic force part gradually increases. Further, the first magnetic force part can be arranged on the end surface of the anti-disengagement piece 220 facing the mounting piece 120, and the second magnetic force part can be arranged on the end surface of the mounting piece 120 facing the anti-disengagement piece 220. When the anti-disengagement piece 220 is in the limit position, the first magnetic force part is adjacent to the second magnetic force part, so that the repulsion between the two is as large as possible. In this way, the traction of the actuating piece 110 can be offset by the repulsion between the first magnetic force part and the second magnetic force part, and the risk of the transmission piece 210 being excessively pulled and disengaged or damaged can be reduced.

[0233] Please refer to Figure 11 Optionally, in some embodiments, the anti-disengagement piece 220 is provided with a first assembly hole 221 and a second assembly hole 222. The actuating piece 110 is mounted on the first assembly hole 221, and the first end of the transmission piece 210 is mounted on the second assembly hole 222. In this way, the structure is simple and easy to implement. Of course, in other embodiments, the first assembly hole 221 and the second assembly hole 222 can not be provided.

[0234] The first assembly hole 221 and the second assembly hole 222 can be connected or spaced apart. For example, please refer to Figure 11 In an embodiment, the first assembly hole 221 and the second assembly hole 222 are connected and respectively pass through the two end surfaces of the mounting piece 120. In this way, the structure is simple and easy to implement.

[0235] Please refer to Figure 10 and Figure 11 Optionally, in some embodiments, the first end of the transmission piece 210 is provided with a spherical clamping protrusion 211, which is rotatably clamped on the second assembly hole 222. In this way, on the one hand, the assembly between the transmission piece 210 and the anti-disengagement piece 220 is facilitated. On the other hand, in the process of the actuating piece 110 and the anti-disengagement piece 220 rotating around the reference line, since the spherical clamping protrusion 211 can freely rotate relative to the anti-disengagement piece 220, the transmission piece 210 can not rotate with the anti-disengagement piece 220, so that the transmission piece 210 and the rocker arm 230 can be prevented from being twisted and deformed. Of course, in other embodiments, the transmission piece 210 can be connected to the anti-disengagement piece 220 in other forms, for example, the transmission piece 210 is directly welded and fixed on the anti-disengagement piece 220, or the transmission piece 210 is locked on the anti-disengagement piece 220 by screws.

[0236] Please refer to Figure 10 and Figure 11Optionally, in some embodiments, the actuating member 110 is provided with an externally threaded column 118, and the first assembly hole 221 is internally threaded, and the first assembly hole 221 is threadedly connected to the externally threaded column 118. In this case, the externally threaded column 118 is arranged on the end of the actuating member 110 that passes through the mounting hole 127. The hole edge of the first assembly hole 221 can abut against the hole edge of the mounting hole 127 to define the limit position of the anti-disengagement member 220. In this way, the structure is simple and easy to install. More importantly, the actuating member 110 and the anti-disengagement member 220 have a stable and reliable connection relationship, and even if the actuating member 110 is excessively pulled, the anti-disengagement member 220 will not disengage from the actuating member 110.

[0237] Referring to Figure 11 Optionally, in some embodiments, the second assembly hole 222 includes a clearance hole section 223 and a clamping hole section 224, the clamping hole section 224 is communicated between the clearance hole section 223 and the first assembly hole 221, the hole diameter of the clamping hole section 224 and the diameter of the spherical clamping convex 211 are both larger than the hole diameter of the clearance hole section 223, and the first end of the transmission member 210 passes through the clearance hole section 223 and is connected to the spherical clamping convex 211 arranged in the clamping hole section 224. In this way, after the spherical clamping convex 211 passes through the second assembly hole 222 and enters the clamping hole section 224, it can rotate freely around the reference line, but cannot pass through the clearance hole section 223 to disengage from the mounting member 120. Moreover, after the spherical clamping convex 211 enters the clamping hole section 224, the externally threaded column 118 is threadedly connected in the second assembly hole 222, so that the spherical clamping convex 211 also cannot pass through the second assembly hole 222 to disengage from the mounting member 120.

[0238] Referring to Figure 4 and Figure 7 Optionally, in some embodiments, the damper 301 is rotatably arranged in the stamping air inlet duct 405, and the transmission structure 200 further includes a rocker arm 230, the rocker arm 230 is coaxially rotatable with the damper 301, the first end of the transmission member 210 is connected to the actuating member 110, and the second end of the transmission member 210 is rotatably connected to the rocker arm 230. In this way, the structure is simple and easy to implement. Of course, in other embodiments, the damper 301 can also be movably arranged in the stamping air inlet duct 405.

[0239] Optionally, the second end of the transmission member 210 is provided with a sleeve 212, and the rocker arm 230 is provided with a mounting column 231 on the side away from the damper 301, and the sleeve 212 is rotatably sleeved on the mounting column 231. In this way, the structure is simple and easy to install. Of course, in other embodiments, the second end of the transmission member 210 can be connected to the rocker arm 230 in other ways, such as being directly welded and fixed on the rocker arm 230.

[0240] Referring to Figure 9 and Figure 10Wherein, in the embodiment that the transmission member 210 is a cable, the transmission member 210 can be composed of a cable wire 213 and a cable sheath 214, and the collar 212 and the spherical clamping convex 211 are both fixed on the cable wire 213. The cable sheath 214 is fixedly installed on the machine body to guide and position the cable wire 213 to move along a preset trajectory. Specifically, when the actuating member 110 moves in the first direction, the cable wire 213 will be pulled by the actuating member 110 to move towards the installation member 120; when the actuating member 110 moves in the direction opposite to the first direction, the cable wire 213 will be pushed by the actuating member 110 to move away from the installation member 120.

[0241] Referring to Figure 7 In the embodiment that the transmission structure 200 includes the elastic member 302, one end of the elastic member 302 is connected to the rocker arm 230, and the other end is connected to the air duct wall. Wherein, the elastic member 302 can be a tensile spring, a compression spring, a metal spring piece or other elastic structures. For example, in an embodiment, the side of the rocker arm 230 facing the air door 301 is provided with a convex column, and the elastic member 302 is a tensile spring, one end of which is hooked to the convex column of the rocker arm 230, and the other end is hooked to the air duct wall.

[0242] The present application also provides an aircraft, which includes the air door control mechanism described above. The specific structure of the air door control mechanism is referred to the above-mentioned embodiments. Since the aircraft adopts all the technical solutions of the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here. Wherein, the aircraft is provided with an air duct, and the air door 301 of the air door control mechanism is movably installed on the air duct.

[0243] Wherein, the model of the aircraft can be an electric vertical takeoff and landing aircraft, i.e. eVTOL (Electric Vertical Takeoff and Landing), or a helicopter, etc. Wherein, the configuration of the eVTOL includes but is not limited to multi-rotor configuration, compound wing configuration and tilt-rotor type, etc.

[0244] Referring to Figure 3 Optionally, in some embodiments, the aircraft includes a cabin 402 and a ram air inlet duct 405, the ram air inlet duct 405 is communicated between the outside space of the aircraft and the inside space of the cabin 402, and the air door 301 is movably installed in the ram air inlet duct 405. By operating the actuating member 110 of the air door control mechanism, the opening of the air door 301 can be adjusted, and then the amount of ram air entering the inside of the cabin 402 is controlled, which provides a strong guarantee for the safe operation of the aircraft.

[0245] Of course, the damper control mechanism is not limited to use in the ram air intake 405, but can also be used in other air ducts of the aircraft, such as the outflow air duct 406.

[0246] The above merely illustrates some embodiments of the present application, but does not limit the patent scope of the present application. Any equivalent structural transformation, direct / indirect application in other related technical fields, or the like, made under the technical concept of the present application, using the content of the present application specification and drawings, is included in the patent protection scope of the present application.

Claims

1. A damper control method characterized by, The damper control method comprises the steps of: Acquiring current flight speed And target intake amount ; determining a target intake air amount based on the current vehicle speed and the target intake air amount determining a target gear position ; And adjusting the gear position of the actuating member to the target gear position so that the damper opening of the ram air duct is adjusted to the target opening.

2. The damper control method of claim 1, wherein the step of determining a target intake air amount based on the current vehicle speed and the target intake air amount includes: comparing the current flight speed with a preset speed and outputting a first comparison result comparing the target intake amount with a preset intake amount and outputting a second comparison result determining the target gearshift based on the first comparison result and the second comparison result .

3. The damper control method of claim 2, wherein The preset speed The first speed , the second speed , the third speed and the fourth speed are sequentially arranged from small to large. The preset intake air amount The first intake air amount and the second intake air amount are sequentially arranged from small to large. The target gear position The first gear position , the second gear position and the third gear position , the first gear position , the second gear position and the third gear position correspond to the air door opening degree of the stamping air inlet duct, which is sequentially arranged from small to large. The first gear position corresponds to the air door opening degree 0. When the target intake air amount satisfies , the target gear is determined to be the first gear . When the current flight speed meets , and the target intake air quantity meets , the target gear position is determined as the second gear position . when the current flight speed meets , and the target intake air quantity meets , determining the target gear as the second gear ; When the current flight speed meets , and the target intake air quantity meets , the target gear position is determined as the third gear position . When the current flight speed meets , and the target intake air quantity meets , the target gear position is determined as the third gear position .

4. The damper control method of claim 3, wherein The preset speed And the preset intake amount Satisfies the relationship: .

5. The damper control method of claim 4, wherein the first speed the second speed the third speed and the third speed is expressed by the formula ； ； ； ； wherein represents the first intake air amount; represents the second intake air amount; represents the average cross-sectional area of the cabin outlet; represents the frictional resistance coefficient of the ram intake air duct; represents the duct length of the ram intake air duct; represents the duct diameter of the ram intake air duct; represents the local resistance coefficient of the ram intake air duct; and represents the damper opening degree of the ram intake air duct, , corresponding to the second gear , corresponding to the third gear ; S represents the average cross-sectional area of the ram intake air duct; represents the gravitational acceleration; represents the height difference between the ram intake and the cabin outlet.

6. The damper control method of claim 5, wherein, value 0.5, value 1.

7. The damper control method of claim 3, wherein the first intake air amount and the second intake air amount satisfies the relationship: .

8. A damper control mechanism characterized by comprising: The damper control mechanism comprises a memory, a processor, and a computer program stored on the memory and executable on the processor, and the computer program is configured to implement the steps of the damper control method according to any one of claims 1 to 7.

9. A damper control mechanism characterized by comprising: To implement the damper control method according to any one of claims 1 to 7, the damper control mechanism comprises a damper and an actuating structure, the damper is movably mounted on a ram air inlet duct of an aircraft, and the actuating structure comprises: an actuating member connected with the damper and capable of driving the damper to adjust the opening degree; and a mounting member, the actuating member is movably mounted on the mounting member and capable of switching between different gear positions, and different gear positions of the actuating member correspond to different opening degrees of the damper.

10. The damper control mechanism of claim 9, wherein, One of the mounting member and the actuating member is provided with a first gear part, and the other is provided with a plurality of second gear parts, the first gear part is selectively limited and connected with the plurality of second gear parts, so that the actuating member is constrained in different fixed gear positions.

11. The damper control mechanism of claim 10, wherein, The plurality of second gear parts are distributed along a reference line and are distributed in a circumferential direction of the reference line, and the actuating member is switched to different fixed gear positions by moving along the reference line and rotating around the reference line.

12. The damper control mechanism of claim 11, wherein, One of the first gear part and the second gear part is provided with a plug-in groove, and the other is provided with a plug-in convex part, the plug-in convex part is adapted to be plugged into the plug-in groove to limit the rotation of the first gear part.

13. The damper control mechanism of claim 12, wherein, The plug-in convex part is provided on the first gear part, and the plug-in groove is provided on the second gear part. 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 experiences when moving along the first direction. The actuating member sequentially experiences the first, second and third gear positions when rotating in a second direction, and the opening degrees of the damper corresponding to the first, second and third gear positions increase in turn.

14. The damper control mechanism of claim 13, wherein, The plug-in convex part is inserted into the plug-in groove in a direction opposite to the first direction, and the plug-in groove has a first groove side and a second groove side that are sequentially distributed in the second direction. In two adjacent plug-in grooves in the second direction, the second groove side of the former plug-in groove extends in the first direction until the edge of the slot of the latter plug-in groove.

15. The damper control mechanism of claim 10, wherein, The damper control mechanism further comprises an elastic member acting on the actuating member, and the elastic member can keep the first gear part in limited connection with the second gear part. And / or, the actuating member comprises a handle for manual operation.

16. An aircraft, characterized in that The aircraft comprises: a cabin provided with an in-cabin air outlet; a ram air inlet duct connected between an external space of the aircraft and the in-cabin air outlet, so that the in-cabin air outlet can provide air to the interior of the cabin; and The damper control mechanism according to any one of claims 8 to 15, the damper of the damper control mechanism is movably mounted on the ram air inlet duct.

17. The aircraft of claim 16, wherein, The aircraft is configured as an electric vertical take-off and landing aircraft.

Images