Throttle control method, throttle control mechanism, and aircraft

Abstract

This invention discloses a damper control method, a damper control mechanism, and an aircraft, relating to the field of aircraft technology. The damper control method includes the steps of: acquiring the current flight speed and the target air intake volume; determining a target gear position based on the current flight speed and the target air intake volume; and adjusting the gear position of the actuator to the target gear position, so that the damper opening of the ram air intake duct is adjusted to the target opening. This invention can solve the technical problem that the ram air intake volume cannot be well adapted to the cabin air intake requirements.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a damper control method, a damper control mechanism, and an aircraft. Background Technology

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

[0003] In related technologies, the ram air intake cannot be well adapted to the cabin air intake requirements. Summary of the Invention

[0004] The main objective of this invention is to provide a damper control method that aims to solve the technical problem that the ram air intake volume cannot be well adapted to the cabin air intake requirements.

[0005] To achieve the above objectives, the present invention proposes a damper control method, the damper control method comprising the following steps:

[0006] Get current flight speed and target air intake ;

[0007] Based on the current flight speed and the target intake volume Determine the target gear ;as well as

[0008] Adjust the actuator's position to the target position. This is to adjust the damper opening of the ram air intake duct to the target opening.

[0009] In one embodiment, the step of determining the current flight speed... and the target intake volume Determine the target gear The steps include:

[0010] Compare the current flight speed With preset speed Based on the size relationship, output the first comparison result;

[0011] Compare the target intake volume With preset intake volume Based on the size relationship, output the second comparison result;

[0012] The target gear is determined based on the first comparison result and the second comparison result. .

[0013] In one embodiment, the preset speed Including the first speed set sequentially from smallest to largest Second speed Third speed and fourth speed The preset air intake volume Including the first intake volume set in ascending order of size. Second intake volume 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,

[0014] The target intake volume satisfies At that time, determine the target gear. First gear ;

[0015] The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Second gear ;

[0016] The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Second gear ;

[0017] The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Third gear ;

[0018] The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Third gear .

[0019] In one embodiment, the preset speed and the preset air intake volume Satisfying Relationship: .

[0020] In one embodiment, the first speed Second speed Third speed and third speed The expression is:

[0021] ;

[0022] ;

[0023] ;

[0024] ;

[0025] in, Indicates the first intake volume; Indicates the second intake volume; This indicates the average cross-sectional area of ​​the air outlet inside the cabin; This represents the friction coefficient of the ram air intake duct; This indicates the length of the ram air intake duct; Indicates the diameter of the ram air intake duct; This represents the local drag coefficient of the ram air intake duct; and This indicates the damper opening of the ram air intake duct. , Corresponding to the second gear , Corresponding to the third gear S represents the average cross-sectional area of ​​the ram air intake duct; Represents gravitational acceleration; This indicates the height difference between the ram air inlet and the cabin air outlet.

[0026] In one implementation, The value is 0.5. The value is 1.

[0027] In one embodiment, the first intake volume and the second intake volume Satisfying Relationship: .

[0028] Furthermore, to achieve the above objectives, the present invention also proposes a damper control mechanism, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the damper control method described above.

[0029] Furthermore, to achieve the above objectives, the present invention also proposes a damper control mechanism for implementing the damper control method described above. The damper control mechanism includes a damper and an actuation structure. The damper is movably mounted in the ram air intake duct of an aircraft. The actuation structure includes:

[0030] An actuator, connected to the damper, is capable of driving the damper to adjust its opening degree; and

[0031] The actuator is movably mounted on the mounting component and can switch between different gears, with the different gears of the actuator corresponding to different opening degrees of the damper.

[0032] In one embodiment, one of the mounting member and the actuator is provided with a first stop portion, and the other is provided with a plurality of second stop portions. The first stop portion can be selectively and limitingly connected with one of the plurality of second stop portions to constrain the actuator to different fixed positions.

[0033] In one embodiment, a plurality of second gearing portions are spaced apart along a reference line and staggered in the circumferential direction of the reference line. The actuator switches to different fixed gears by moving along the reference line and rotating around the reference line.

[0034] In one embodiment, one of the first and second stop portions is provided with a insertion groove, and the other is provided with a insertion protrusion. The insertion protrusion can be adapted to be inserted into the insertion groove to restrict the rotation of the first stop portion.

[0035] In one embodiment, the insertion protrusion is disposed on the first stop portion, the insertion groove is disposed on the second stop portion, and at least three insertion grooves are sequentially distributed along the first direction, corresponding to the first stop, second stop and third stop sequentially experienced by the actuator when moving along the first direction. When the actuator rotates along the second direction, it sequentially experiences the first stop, second stop and third stop, and the damper opening corresponding to the first stop, second stop and third stop increases sequentially.

[0036] In one embodiment, the insertion protrusion is inserted into the insertion groove in a direction opposite to the first direction. The insertion groove has a first groove side and a second groove side distributed sequentially in the second direction. In two adjacent insertion grooves in the second direction, the second groove side of the preceding insertion groove extends along the first direction to the groove edge of the following insertion groove.

[0037] In one embodiment, the damper control mechanism further includes an elastic member acting on the actuator, the elastic member being able to keep the first stop portion in a limited connection with the second stop portion.

[0038] In one embodiment, the actuator includes a handle for manual operation.

[0039] Furthermore, to achieve the above objectives, the present invention also proposes an aircraft comprising:

[0040] The cabin is equipped with an internal air vent;

[0041] 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

[0042] As described above, the damper control mechanism is movably installed in the stamping air intake duct.

[0043] In one embodiment, the aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

[0044] One or more technical solutions proposed in this invention have at least the following technical effects:

[0045] 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

[0046] 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.

[0047] 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.

[0048] Figure 1 This is a flowchart illustrating an embodiment of the damper control method of the present invention.

[0049] 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;

[0050] Figure 3 A schematic diagram of the structure of an embodiment of the aircraft provided by the present invention;

[0051] 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;

[0052] Figure 5 for Figure 4 The illustrated embodiment is a structural diagram of the actuator in the second position.

[0053] Figure 6 for Figure 4 The illustrated embodiment is a structural diagram of the actuator in the third position.

[0054] Figure 7 for Figure 4 A schematic diagram showing the position of the damper in the air duct;

[0055] Figure 8 for Figure 5 A schematic diagram showing the position of the damper in the air duct;

[0056] Figure 9 for Figure 6 A schematic diagram showing the position of the damper in the air duct;

[0057] Figure 10 for Figure 4 Exploded view of the actuation and transmission structures shown;

[0058] Figure 11 for Figure 10 A schematic diagram of the internal structure of the structure shown from another perspective;

[0059] Figure 12 for Figure 11 A schematic diagram of the internal structure of the mounting component shown.

[0060] Figure 13 for Figure 12 The front view of the installation component shown;

[0061] Figure 14 for Figure 13 The planar development view of the shape of the installation component at section A shown;

[0062] Figure 15 for Figure 4 Exploded view of the damper and transmission structure shown;

[0063] Figure 16 for Figure 15 A schematic diagram of the assembly relationship of the structure shown;

[0064] Figure 17 A front view of the mounting component of another embodiment of the damper control mechanism provided by the present invention;

[0065] Figure 18 for Figure 17 The planar development view of the shape of the installation component at section B shown;

[0066] Figure 19 A front view of the mounting component of another embodiment of the damper control mechanism provided by the present invention;

[0067] Figure 20 for Figure 19 The planar development view of the shape of the mounting component at section C.

[0068] Explanation of icon numbers:

[0069] 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;

[0070] 100. Actuating structure; 110. Actuating element; 111. First stop portion; 112. Insertion protrusion; 112a. First end face section; 112b. Second end face section; 112c. Third end face section; 113. Limiting protrusion; 114. Handle; 115. First rod portion; 116. Second rod portion; 117. Indicating structure; 118. External threaded post; 120. Mounting element; 121. Second stop portion; 122. Insertion groove; 122a. First bottom surface section; 122b. Second bottom surface section; 122c. Third bottom surface section; 123. First groove side surface; 124. Second groove side surface; 125. First edge; 126. Second edge; 127. Mounting hole; 128. Positioning surface; 129. Mounting lug;

[0071] 200. Transmission structure; 210. Transmission component; 211. Spherical locking protrusion; 212. Collar; 213. Cable pull wire; 214. Cable sheath; 220. Anti-detachment component; 221. First assembly hole; 222. Second assembly hole; 223. Relief hole section; 224. Engaging hole section; 230. Rocker arm; 231. Mounting post;

[0072] 301. Air damper; 302. Flexible element;

[0073] 401. Nose; 402. Cockpit; 403. Cockpit air outlet; 404. Ram air inlet; 405. Ram air inlet duct; 406. Air outlet duct; 407. Pressure relief valve.

[0074] The objectives, features, and advantages of this invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0075] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of the present invention and are not intended to limit the present invention.

[0076] To better understand the technical solution of the present invention, a detailed description will be provided below in conjunction with the accompanying drawings and specific embodiments.

[0077] In an aircraft's environmental control system, the ram air intake ventilation system utilizes the ram effect of airflow during flight to provide ventilation for the cockpit. Its core function is to control the ram air intake by adjusting the damper opening, thereby adapting to the cockpit's air intake requirements at different flight speeds.

[0078] Precise control of the ramjet intake volume is directly related to the operational efficiency of the environmental control system. Insufficient ramjet intake can lead to problems such as oxygen deficiency and excessively high temperatures (cockpit temperatures can exceed 40°C during summer flights). Excessive intake, on the other hand, causes a sharp increase in aerodynamic drag, increasing aircraft energy consumption and causing excessive aerodynamic noise. Therefore, dynamically adjusting the ramjet intake volume according to flight speed to stably match cabin requirements is a key design consideration for aircraft ramjet intake systems.

[0079] The existing manual shifting scheme lacks a quantitative reference of "current flight speed - target air intake - target gear". Pilots can only operate the actuator gear based on experience and flight speed, which can easily cause deviation in ram air intake and make it impossible to stably meet the cabin environmental control requirements.

[0080] Therefore, in related technologies, there is a problem that the ram air intake cannot be well adapted to the cabin air intake requirements.

[0081] Based on this, embodiments of the present invention provide a damper control method, please refer to [link / reference]. Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the damper control method of the present invention.

[0082] In this embodiment, the damper control method includes steps S10 to S40.

[0083] Step S10: Obtain the current flight speed and target air intake .

[0084] It should be noted that the current flight speed This refers to the current flight speed of the aircraft. It can be the flight speed considering only the direction of travel, the flight speed considering only the vertical direction, or the flight speed considering both the direction of travel and the vertical direction.

[0085] Current flight speed There are various methods for obtaining this information, and this application does not specify any particular method. For example, the current flight speed can be measured in real time using a speed sensor installed on the aircraft. The speed sensor converts the measured physical signals into electrical signals and transmits them to the aircraft's control system. Alternatively, the current flight speed can also be indirectly obtained through the aircraft's navigation system. The navigation system calculates the current flight speed based on preset flight routes, flight time, and satellite positioning information. The speed data is then transmitted to the aircraft's control system.

[0086] Target intake volume This refers to the ram air intake volume required to meet the current cabin requirements. Ram air intake volume refers to the flow rate of gas entering the cabin through the aircraft's ram air intake duct.

[0087] Target intake volume There are various ways to obtain the data, and this application does not specify any particular method. For example, it can be determined comprehensively based on factors such as the actual needs of the aircraft cabin and the current flight status, calculated through a pre-set algorithm model, or dynamically adjusted and determined based on historical data and real-time monitored cabin environmental parameters (including but not limited to cabin temperature, humidity, and oxygen content).

[0088] Generally speaking, in aircraft environmental control systems, ramjet ventilation systems utilize the ram effect of airflow during flight to provide ventilation for the cockpit. Their core function is to control the air intake volume by adjusting the damper opening to meet the cockpit's air intake requirements at different flight speeds. This intake method requires no additional power unit and can effectively utilize natural conditions during flight, improving intake efficiency.

[0089] A ramjet intake duct is a specialized channel designed to enable ramjet air intake, guiding outside air to the required locations within the aircraft. For example, it can directly introduce air into the cockpit, or it can first introduce air into the air conditioner and then direct it into the cockpit. In embodiments where dampers are movable within the ramjet intake duct, the amount of air entering the cockpit can be effectively managed by controlling the damper opening, adapting to the cockpit air intake requirements at different flight speeds.

[0090] The cabin requirements can include, but are not limited to, the needs of occupants' activities and the operational needs of equipment. For example, to ensure normal occupant movement, the cabin environment must have sufficient oxygen and suitable temperature and humidity, which can be achieved by adjusting the ram air intake. As another example, equipment requires heat dissipation during operation, and these requirements vary depending on flight conditions. When heat dissipation needs increase, increasing the ram air intake can promptly meet these operational requirements.

[0091] For ease of writing, the following text will use the needs of passenger activity as the basis for explaining cabin requirements.

[0092] In other words, the ram air intake duct, as a core component ensuring cabin ventilation, meets the air intake needs of the occupants by introducing external airflow. Precise control of the ram air intake directly affects the operational efficiency of the environmental control system. When the ram air intake duct's air intake is insufficient, problems such as oxygen deficiency and excessively high temperatures can easily occur in the cabin. It's understandable that a larger ram air intake duct is not always better. When the ram air intake duct's air intake is too large, it leads to a sharp increase in aerodynamic drag, increasing aircraft energy consumption and causing excessive aerodynamic noise.

[0093] Step S20, based on the current flight speed and the target intake volume Determine the target gear .

[0094] It should be noted that the target gear This refers to the current flight speed and the predetermined target air intake volume This is a gear value retrieved from a preset gear mapping relationship. This target gear... This air intake will be used for subsequent damper control to ensure that the aircraft receives the appropriate ram air intake under different flight conditions. This will meet the needs of crew activities and equipment cooling, while avoiding a series of problems caused by improper air intake.

[0095] Step S30: Adjust the actuator's position to the target position. This is to adjust the damper opening of the ram air intake duct to the target opening.

[0096] It should be noted that the target opening degree refers to the airflow rate that can meet the cabin requirements when the damper is at that opening degree.

[0097] In this embodiment of the invention, the damper is movably mounted on the ram air intake duct, and an actuator is connected to the damper, capable of driving the damper to move. When the actuator switches between different gears, it can drive the damper to switch to different opening degrees.

[0098] The damper is installed in the ram air intake duct of the aircraft. By adjusting the opening of the damper, the flow rate of gas flowing through the ram air intake duct can be controlled, thereby controlling the flow rate of gas flowing into the cockpit through the ram air intake duct. For example, the larger the damper opening, the more gas flows through the ram air intake duct; the smaller the damper opening, the less gas flows through the ram air intake duct.

[0099] The damper opening can be expressed as a percentage. For example, a damper opening of zero means zero gas flow, i.e., the damper is completely closed, blocking gas flow. A damper opening of 100% means the gas flow is at its maximum, i.e., the damper is fully open. In practical applications, the damper opening can be precisely adjusted according to the specific needs and flight conditions of the aircraft to achieve optimal gas flow control.

[0100] In this embodiment of the invention, actuators can refer to automated structural forms that rely on electric motors, pneumatic drives, and hydraulic drives, such as electric servo motors. These components can precisely execute control commands to achieve automated operation of the equipment. Simultaneously, actuators can also refer to structural forms specifically designed for manual operation, such as handles and joysticks. These components control and adjust the damper by manually applying operating force.

[0101] Optionally, in this embodiment of the invention, the actuator has multiple discontinuous fixed positions, each corresponding to a different damper opening. For example, the actuator may have three fixed positions, with the first position corresponding to a damper opening of zero, the second position corresponding to a damper opening of 50%, and the third position corresponding to a damper opening of 100%. Here, a fixed position refers to a state where, after the actuator is mechanically limited by other components, it is temporarily fixed in a defined, discontinuous position.

[0102] It is understandable that if the current gear of the actuator is exactly the target gear... In this case, there is no need to adjust the actuator's position; simply keep the actuator in its current position. However, if the actuator's current position is not the target position... Only then is it necessary to adjust the actuator's gear to the target gear. .

[0103] There are several ways to obtain the current gear position of the actuator, and this application does not specify any particular method. For example, it can be obtained through a sensor installed on the actuator, which can sense the gear position of the actuator in real time and feed the gear information back to the control system so that subsequent adjustment operations can be performed according to the target gear position. Alternatively, it can be obtained by the gear control module (part of the control system) of the aircraft, which records the current gear position information of the aircraft.

[0104] This invention, 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, solves the technical problem of "ram air intake volume failing to adequately match cabin air intake requirements" by introducing a target air intake volume and using both the target air intake volume and 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, this dynamically adjusted ram air intake volume better meets cabin air intake requirements, 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 adequately match cabin air intake requirements".

[0105] To better understand the technical solution of this invention, it can be understood in conjunction with the structure of an embodiment of the aircraft of this invention. Specifically, please refer to... Figure 3 , Figure 3 A partial structural diagram of one embodiment of the aircraft is shown. The aircraft has a ram air intake 404 on the outer surface of its nose 401, and an interior air outlet 403 at the front end of the cockpit 402. A ram air intake duct 405 connects the ram air intake 404 and the interior air outlet 403 to introduce outside air into the cockpit 402. An exhaust duct 406 is also provided at the tail, connecting the rear end of the cockpit 402 to the external space at the tail end. A pressure relief valve 407 may be installed on the exhaust duct 406.

[0106] Please see Figure 3 In some embodiments, a damper 301 can be installed on the ram air intake duct 405, and a pressure relief valve 407 can be installed on the exhaust duct 406. External air from the aircraft can flow into the cockpit 402 through the ram air intake duct 405 and then out of the cockpit 402 through the exhaust duct 406. The pressure relief valve 407 is used to balance the pressure difference between the inside and outside of the cockpit 402. When the pressure inside the cockpit 402 is too high, the pressure relief valve 407 automatically opens to expel excess air to the outside, thus preventing damage to the cockpit 402 due to excessive pressure. When the pressure inside the cockpit 402 drops to a certain level, the pressure relief valve 407 automatically closes to prevent uncontrolled influx of external air into the cockpit 402, which could affect the environmental stability inside the cockpit 402. This design effectively improves the safety and comfort of the aircraft under various flight conditions.

[0107] In one possible implementation, step S20 may include steps S21 to S23.

[0108] Step S21, compare the current flight speed With preset speed Based on the size relationship, output the first comparison result.

[0109] It should be noted that the preset speed This refers to a preset speed threshold set under specific flight conditions to meet cabin requirements (e.g., ensuring cabin pressure remains within a safe range). This threshold is determined comprehensively based on factors such as the aircraft's design parameters, cabin structure, and the anticipated flight environment. This application addresses the preset speed... The value and quantity of are not specifically limited, and those skilled in the art can select and determine them according to design requirements.

[0110] For example, preset speed It can be set to one, two, or more. This is understandable, given the preset speed... When there is only one comparison, the first comparison result includes the current flight speed. Reaching or exceeding or falling below the preset speed When the preset speed When there are two comparisons, the first comparison result includes, but is not limited to, the current flight speed. Lower than the preset speed value Current flight speed Preset speed at a lower value and higher preset speed values Between, and current flight speed Speed ​​exceeding the higher preset value And so on, the examples are too numerous to list.

[0111] Step S22: Compare the target intake volume With preset intake volume The comparison results are then compared to determine the size relationship, and the second comparison result is output.

[0112] It should be noted that the preset air intake volume This refers to a pre-set air intake threshold under specific flight conditions to meet cabin requirements (e.g., ensuring cabin pressure remains within a safe range). This threshold is determined through precise calculations and experimental verification, taking into account various factors such as the aircraft's cabin volume, passenger needs, equipment heat dissipation requirements, and the anticipated flight environment. This application addresses the pre-set air intake threshold. The value and quantity of are not specifically limited, and those skilled in the art can select and determine them according to design requirements.

[0113] For example, preset intake volume It can be set to one, two, or more. This is understandable; when the preset intake volume... When one is used, the second comparison result includes the target intake volume. Reaching or exceeding or falling below the preset intake volume When the preset intake volume When there are two, the second comparison result includes, but is not limited to, the target intake volume. Lower than the preset intake volume Target intake volume Preset intake volume at a lower value and a higher preset intake volume Between, and target intake volume More than the preset intake volume And so on, the examples are too numerous to list.

[0114] Step S23: Determine the target gear based on the first comparison result and the second comparison result. .

[0115] Based on the first comparison result and the second comparison result, the control system will determine the target gear of the actuator according to the corresponding control strategy. This is to adjust the damper to the target opening degree, thereby better meeting the needs of the cabin.

[0116] Among them, this application refers to the target gear. The number of elements is not specifically limited, and those skilled in the art can select and determine it according to design requirements.

[0117] 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.

[0118] 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:

[0119] The target intake volume satisfies At that time, determine the target gear. First gear ;

[0120] The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Second gear ;

[0121] The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Second gear ;

[0122] The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Third gear ;

[0123] The current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Third gear .

[0124] It is understood that the above control strategy is one embodiment of the gear mapping relationship, and the gear mapping relationship of this application is not limited to this.

[0125] In this embodiment of the invention, by using a preset speed Subdivided into first speed Second speed Third speed and fourth speed Set the preset intake volume Subdivided into first intake volume Second intake volume and shift the target gear Subdivided into first gear Second gear and third gear It can precisely determine the target damper position based on different current flight speeds and target air intake volumes, thereby achieving effective control of the damper. This refined control strategy not only improves the performance stability of the aircraft but also enhances its adaptability and safety under different flight conditions. In other words, by subdividing speed, air intake volume, and damper position, damper control becomes more precise and flexible, providing strong support for the optimized operation of the aircraft.

[0126] This control strategy will be explained in detail below.

[0127] Understandable, preset speed The value of can be set in several ways. For example, in one feasible implementation, the preset speed... and the preset air intake volume Satisfying Relationship: .

[0128] That is, in the embodiments of the present invention, the preset speed It is a preset intake volume The closely related functional relationship is reflected in the setting of the preset speed, and the preset intake volume must be fully considered. The specific values ​​and trends of these values. In other words, the preset speed. The determination of this is not isolated; it is related to the preset intake volume. There exists an inherent, mutually influencing mathematical function relationship between them. Through this functional relationship, a preset speed can be precisely set. This is to ensure that the adjusted damper opening can better meet the cabin's demand for ram air intake, thus ensuring the system's high efficiency and stability.

[0129] Of course, in other embodiments, the preset speed It can also be different from the preset intake volume. The relevant functional relationship. For example, a fixed preset speed value can be set based on experimental results and historical data, and this value does not change with the preset air intake. 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 well meet the cockpit ram air intake requirements under most operating conditions. Although this method may lack some flexibility and precision compared to setting a functional relationship, it is still a feasible and effective choice in certain specific scenarios or simplified control strategies.

[0130] Understandable, preset speed The function expression can have several choices. For example, in one feasible implementation, the first velocity... Second speed Third speed and third speed The expression is:

[0131] Formula ①

[0132] Formula ②

[0133] Formula ③

[0134] Formula ④

[0135] in, Indicates the first intake volume; Indicates the second intake volume; This indicates the average cross-sectional area of ​​the air outlet inside the cabin; This represents the friction coefficient of the ram air intake duct; This indicates the length of the ram air intake duct; Indicates the diameter of the ram air intake duct; This represents the local drag coefficient of the ram air intake duct; (include and This indicates the damper opening of the ram air intake duct. < , Corresponding to the second gear , Corresponding to the third gear S represents the average cross-sectional area of ​​the ram air intake duct; Represents gravitational acceleration; This indicates the height difference between the ram air inlet and the cabin air outlet.

[0136] It should be noted that in the above expression, the average cross-sectional area of ​​the cabin air outlet... Friction coefficient of the ram air intake duct Length of the stamping intake air duct , Pipe diameter of the stamping intake air duct Local resistance coefficient of ram air intake duct The average cross-sectional area S of the ram air intake duct and the height difference between the ram air intake and the air outlet inside the cabin. The values ​​of these structural parameters can be selected and determined during the design phase according to design needs, and this application does not impose specific limitations on them.

[0137] Furthermore, during the actual operation of the aircraft, these structural parameters are relatively stable and do not change easily, thus providing reliable basic data for damper control. This allows the damper to be precisely controlled based on these defined parameters, ensuring the stability of the aircraft's internal environment and optimizing its performance.

[0138] It is understandable that, given the fixed values ​​of these structural parameters, the preset speed... In fact, it is related to the preset intake volume 1. Damper opening of the ram air intake duct The relevant functional relationship corresponds to the technical concept of this invention. That is, this expression, to some extent, reflects "based on the current flight speed..." and the target intake volume Determine the target gear The technical concept is "(the target opening degree of the corresponding damper)".

[0139] It should be noted that the above preset speed The derivation of the function expression can be found below.

[0140] Specifically, the ram air intake introduced into the cockpit via the ram air intake duct has an ideal intake volume. The concepts of actual intake volume Q and Q.

[0141] Among them, ideal intake volume This refers to the theoretical maximum flow rate under conditions of no drag and no energy loss. The aircraft operates at speed... During flight, the air located in front of the ramjet inlet will move at a speed of... It flows into the ramjet inlet. Among them, the speed... and speed (i.e., current flight speed) The values ​​are equal but opposite in direction. The average cross-sectional area of ​​the ram air inlet is defined as... According to the continuity equation, we know that:

[0142] Formula 5

[0143] The actual intake volume Q refers to the effective flow rate after considering drag, energy loss, and altitude difference; that is, the actual gas flow rate entering the cabin is Q. Constrained by energy loss, it needs to be derived using Bernoulli's equation. It can be defined as:

[0144] Formula 6

[0145] In formula ⑥, This represents the efficiency coefficient (dimensionless).

[0146] For the ram air inlet (taken as the first section: velocity) ,pressure ,high ) and the cabin air outlet (taken as the second section: velocity) ,pressure ,high Write the energy equation (per unit weight of fluid):

[0147] Formula ⑦

[0148] In formula ⑦, The total resistance loss of the ram air intake duct (including friction loss and local resistance loss) is defined as follows: This represents the average velocity of the airflow within the ram air intake duct. The expression is:

[0149] Formula ⑧

[0150] In formula ⑧, This represents the friction coefficient of the ram air intake duct; This indicates the length of the ram air intake duct; Indicates the diameter of the ram air intake duct; This represents the local resistance coefficient of the ram air intake duct.

[0151] It can be understood that the actual intake volume Q satisfies the continuity equation within the ramjet intake duct. Therefore, the average velocity of the airflow within the ramjet intake duct... velocity at the second cross section It can be represented as:

[0152] Formula 9

[0153] Formula 10

[0154] In equations ⑨ and ⑩, This indicates the damper opening of the ram air intake duct; S represents the average cross-sectional area of ​​the ram air intake duct. This indicates the average cross-sectional area of ​​the air outlet inside the cabin.

[0155] Substituting equation 9 into equation 8, we get:

[0156] Mode

[0157] In equation ⑦, since the cabin is a non-sealed compartment, the pressure difference between the first cross-section and the second cross-section is... ,Right now Therefore, both sides of the equation and These two items can cancel each other out. Secondly, the definition... This indicates the height difference between the ram air inlet and the cabin air outlet, i.e. Based on this, equation ⑩ and Substituting into equation ⑦, multiply both sides of the equation by 2g. Therefore, equation ⑦ can be transformed into:

[0158] Mode

[0159] According to the formula Solve for the actual intake volume (Take positive values):

[0160] Mode

[0161] Substitute equations ⑤ and ⑥ into equation ⑥ After deformation, the efficiency coefficient can be obtained. The expression:

[0162] Mode

[0163] Therefore, substituting equation ⑤ into equation ⑥, we can obtain the actual intake volume. Another expression is:

[0164] ;in,

[0165]

[0166] Understandable, first intake volume Second intake volume This is the actual intake volume. Specific values ​​for . And, speed and current flight speed The values ​​are equal. Therefore, according to the formula... and the pre-set first air intake volume Second intake volume Air damper opening Japanese-style door opening From this, equations ① to ④ can be derived. That is, multiple preset speeds that meet different intake volume requirements under different opening degrees can be calculated. The value (taking a positive value), i.e., the first velocity. Second speed Third speed and third speed The value.

[0167] According to the formula It can be seen that at the damper opening... When kept constant, actual intake volume With speed There is a positive correlation. Similarly, in terms of speed... When kept constant, actual intake volume With damper opening They are positively correlated.

[0168] Furthermore, due to speed Numerically equal to the current flight speed Therefore, it can also be said that the damper opening... When kept constant, actual intake volume With current flight speed There is a positive correlation. Similarly, at the current flight speed... When kept constant, actual intake volume With damper opening They are positively correlated.

[0169] It is understandable that we assume the initial actuator is in the second gear. The damper is at the open position. (For example, 50%). The current flight speed V gradually increases from zero (below the initial speed). During the process (within the range), the damper opening is maintained at At that time, actual intake volume It will increase as the current flight speed V increases (when it is less than the first air intake). Within the range, for example, 0 0.7 or (etc.). Because the damper opening is maintained at... As the current flight speed V increases to the first speed At that time, actual intake volume This will increase to the first intake volume. .

[0170] As the current flight speed V further increases (beyond the first speed) And less than the second speed During the process (within the range), the damper opening is maintained at At that time, actual intake volume It will increase as the current flight speed V increases (when it is greater than the first air intake volume). And less than the second intake volume Within the range, for example , or (etc.). Because the damper opening is maintained at... As the current flight speed V increases to the second speed At that time, actual intake volume This will increase to the second intake volume. .

[0171] The current flight speed V increases further (beyond the second speed). And less than the third speed During the process (within the range), if the damper opening remains at... At that time, actual intake volume It will increase as the current flight speed V increases (when it exceeds the second air intake). Within the range, for example , or (etc.). If the pilot finds that the current cabin demand remains at the first air intake level... When needed, you can shift up to the third gear. To increase the damper opening to (For example, 100%), then the actual intake volume It will drop to less than the first intake volume. Within the range. And, when the damper opening remains... At that time, as the current flight speed V increases to the third speed Actual intake volume It will gradually increase to the first intake volume The timing of the shift up can be selected as needed, and this application does not impose specific limitations on it. For example, it can be done when the current flight speed V just exceeds the second speed. Shift up gears as needed, or when you sense that your current flight speed V has essentially reached the third speed. Upshifting is only performed at certain times. After upshifting, the actual intake volume... It can reduce the energy consumption and aerodynamic noise of aircraft while meeting certain requirements, which is conducive to improving the aircraft's endurance and user experience.

[0172] The current flight speed V increases further (becoming greater than the third speed). And less than the fourth speed During the process (within the range), the damper opening is maintained at At that time, actual intake volume It will increase as the current flight speed V increases (when it is greater than the first air intake volume). And less than the second intake volume Within the range, for example , or (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. .

[0173] 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.

[0174] 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.

[0175] 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: .

[0176] For example, the first intake volume and the second intake volume The ratio can be 0.45, 0.5, or 0.55.

[0177] It is understood that when the actuator is a manually operated structure, such as a handle or joystick, the damper control method provided by this invention can serve as an operational guide, enabling users (e.g., drivers) to have clear and accurate information to make accurate gear shifting decisions. Based on this, steps S10 to S30 can all be performed by the user, or some steps can be performed by the control system and some by the user.

[0178] For example, in the first scenario, the user obtains the current flight speed by inspecting the cockpit instrument panel. and target air intake Then subjectively judge the current flight speed With preset speed The size relationship, and the determination of the target intake volume With preset intake volume The size relationship is used to determine the target gear. Finally, manually operate the actuator to adjust it to the target position. The corresponding pose.

[0179] For example, in the second scenario, both steps S10 and S20 are executed by the aircraft's control system, which can provide the target gear to the user through voice broadcasting or other means. With the information provided by the voice prompts, users only need to adjust the actuator to the target position. The operation is straightforward.

[0180] The following explanation will take the first scenario as an example.

[0181] As discussed above, the first 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. 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.

[0182] Based on this, the above concepts can be further understood through the following four scenarios.

[0183] In the first scenario, assuming the initial actuator is in the first position... The throttle is at zero opening. The pilot uses the speedometer on the instrument panel to determine the current flight speed. The target intake volume is determined by using the instrument panel (such as the temperature, humidity, and oxygen content displayed on it) and / or by the senses. If the current flight speed is detected... Basically equal to the first speed And the current cabin requirement is the first air intake volume. Then the target gear can be determined. It should be the second gear. Therefore, manually operate the actuator to the second position. This adjusts the damper opening to 50%. After this shift operation, the air outside the aircraft reaches its first speed. (The values ​​are equal) The air flows into the ram air intake duct through the ram air inlet of the machine head, and is then regulated by a 50% opening damper to achieve the first intake flow rate. The airflow is delivered into the cabin through the air outlets and then discharged through the pressure relief valve at the tail. This airflow is just enough to meet the cabin's moderate air intake requirements.

[0184] In the second scenario, the actuator is currently in the second gear. The throttle is currently open at 50%. The pilot uses the speedometer on the instrument panel to determine the current flight speed. The target intake volume is determined by using the instrument panel (such as the temperature, humidity, and oxygen content displayed on it) and / or by the senses. As flight speed increases, if the current flight speed is detected... Basically equal to the second speed Furthermore, the current cabin demand is close to that of the second air intake. Then the target gear can be determined. It should be the second gear. Since the actuator is currently in the second gear. Therefore, there is no need to perform a gear shifting operation on the actuator. That is, the actuator is kept in the second gear. The vent opening is maintained at 50%. At this time, the air outside the aircraft is moving at a second velocity. (The values ​​are equal) The air flows into the ram air intake duct through the ram air inlet of the machine head, and is then regulated by a 50% opening damper to achieve the second intake flow rate. The airflow is delivered into the cabin through the internal air outlets and then discharged through the pressure relief valve at the tail. This airflow precisely meets the high-level air intake requirements of the cabin.

[0185] In the third scenario, the actuator is currently in the second gear. The throttle is currently open at 50%. The pilot uses the speedometer on the instrument panel to determine the current flight speed. The target intake volume is determined by using the instrument panel (such as the temperature, humidity, and oxygen content displayed on it) and / or by the senses. As flight speed increases further, if the current flight speed is detected... Basically equal to the third speed And the current cabin demand remains at the first air intake level. When the time is right, the target gear can be determined. It should be the third gear. Therefore, manually operate the actuator to the third position. This is to adjust the damper opening to 100%. After this shift operation, the air outside the aircraft moves at a third speed. (The values ​​are equal) The air flows into the ram air intake duct through the ram air inlet of the machine head, and is then regulated by the 100% open damper to achieve the first intake volume. The airflow is delivered into the cabin through the air outlets and then discharged through the pressure relief valve at the tail. This airflow is just enough to meet the cabin's moderate air intake requirements.

[0186] In the fourth scenario, the actuator is currently in the third gear. The throttle is currently at 100% opening. The pilot uses the speedometer on the instrument panel to determine the current flight speed. The target intake volume is determined by using the instrument panel (such as the temperature, humidity, and oxygen content displayed on it) and / or by the senses. As flight speed increases further, if the current flight speed is detected... Basically equal to the fourth speed Furthermore, the current cabin demand is close to that of the second air intake. Then the target gear can be determined. It should be the third gear. Since the actuator is currently in the third gear. Therefore, there is no need to perform a gear shifting operation on the actuator. That is, the actuator is kept in the third gear. The vent opening is maintained at 100%. At this time, the air outside the aircraft is moving at the fourth velocity. (Equal values) The airflow from the ram air inlet of the machine head flows into the ram air inlet duct, and is then regulated by a 100% open damper to achieve the second intake flow rate. The airflow is delivered into the cabin through the internal air outlets and then discharged through the pressure relief valve at the tail. This airflow precisely meets the high-level air intake requirements of the cabin.

[0187] It is understandable that the above four scenarios correspond to the phrase "when the current flight speed meets..." in the previous text. And the target air intake volume satisfies At that time, determine the target gear. Second gear ; at the current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Second gear ; at the current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Third gear ; at the current flight speed satisfies And the target air intake volume satisfies At that time, determine the target gear. Third gear The control strategies and situations described in this invention are not limited to those described herein, and those skilled in the art can deduce other control strategies and situations based on the content described in this invention.

[0188] The first velocity calculated based on the formula derivation in this invention Second speed Third speed and fourth speed This involves establishing clear control rules (gear mapping relationships) for "current flight speed - target air intake - actuator position," forming a quantitative reference that can be directly used by the pilot. In other words, as long as the pilot masters these control rules, they can adjust the target gear according to the aircraft's flight speed and cockpit requirements. A clear and accurate judgment can improve the reliability and efficiency of aircraft handling. This allows for better fulfillment of cockpit requirements while avoiding other problems caused by excessive ram air intake.

[0189] It is understood that the four scenarios described above are merely illustrative examples of the operating rules, not an exhaustive list. The damper opening is not limited to three; additional openings can be added. and wait( The preset speeds are not limited to four; a fifth speed can also be added. and the sixth speed wait( ); target intake volume It's not limited to two; a third air intake can also be added. and fourth intake volume wait( Based on this, the mapping relationship of "current flight speed - target air intake - actuator position" can have different variations and selections, and this application does not make specific limitations on it.

[0190] It should be noted that control rules can be broadly divided into three types, the first being the current flight speed. Unchanged, but target air intake volume There have been changes; secondly, the current flight speed. There have been changes, but the target intake volume remains the same. The third is the current flight speed. and target air intake All have changed. Regardless of the type, the pilot can adjust the speed based on the current flight speed. The speed range of the fall (e.g., current flight speed) Falling into the second velocity and third speed (between), and the result of the judgment on whether the current air intake meets the cabin requirements (e.g., the current air intake reaches the first air intake volume). (This satisfies the cabin requirements), and the corresponding target gear is found in the given mapping relationship above. (e.g., third gear) This allows for timely and accurate upshifting or downshifting.

[0191] Existing manual shifting systems lack a quantitative reference of "current flight speed - target air intake - target gear," forcing pilots to rely solely on experience to operate the actuators. This can easily lead to deviations in ram air intake, failing to reliably meet cockpit environmental control requirements. More importantly, pilots lack clear operational guidelines, thus posing serious operational risks.

[0192] In addition, the existing technology lacks a quantitative design formula for "current flight speed - target air intake - duct structure parameters - actuator position", which makes the design of duct structure and position structure dependent on experience (such as the average cross-sectional area of ​​ram air intake duct and the damper opening corresponding to actuator position), making it difficult to accurately match the cabin air intake requirements and resulting in obvious design shortcomings.

[0193] Those skilled in the art know that ramjet intake volume is positively correlated with flight speed (low-speed flight has low kinetic energy and insufficient intake volume; high-speed flight has high kinetic energy and excessive intake volume is easily achieved), but existing technologies lack formulas to guide "how to determine the target intake volume". , The design cross-sectional area S of the ramjet intake duct across the entire flight speed range. For example, the average cross-sectional area S of the ramjet intake duct for a certain light aircraft, designed empirically, is 0.015 m², resulting in a ramjet intake volume of 1.3 m² at a cruising speed of 120 km / h and a 50% damper opening. (Significantly exceeding the requirements of advanced air intake), frequent switching of actuator positions is necessary to adjust the damper opening to 100%, resulting in drastic fluctuations in ramjet intake volume. Another light aircraft, due to its excessively small average cross-sectional area S of the ramjet intake duct (0.008m²), still only achieves a ramjet intake volume of 0.7 even at low-speed climb (60km / h) with the damper fully open. (Insufficient to moderate demand).

[0194] It is worth mentioning that, based on the formulas given above in this invention (including formulas ① to ④, formula...), By quantifying and correlating flight speed, air duct structure parameters, gear opening, and ram air intake, designers can determine the target air intake volume. , The required air duct structural parameters (including the average cross-sectional area S of the ram air intake duct) are calculated in reverse to prevent problems such as excessive air intake during high-speed flight caused by conservative design. Furthermore, based on the preset speed ( , , and The derivation formula achieves a precise match between "flight speed threshold - actuator position - actual air intake volume" (e.g., when...). At a speed of 60 km / h, a damper opening of 50% just meets the requirement. (to meet the air intake requirements) and solve the problem of low parameter reuse rate across models.

[0195] It should be noted that the above examples are only for understanding the present invention and do not constitute a limitation on the damper control method of the present invention. Any simple modifications based on this technical concept are within the protection scope of the present invention.

[0196] The present invention also provides a damper control mechanism, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the damper control method in Embodiment 1 above.

[0197] See below. 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 impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0198] 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.

[0199] In particular, according to the embodiments disclosed in this invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this invention.

[0200] The damper control mechanism provided by this invention, employing the damper control method in the above embodiments, can solve the technical problem that "ram air intake cannot be well adapted to the cabin air intake demand." Compared with the prior art, the beneficial effects of the damper control mechanism provided by this invention are the same as those of the damper control method provided in the above embodiments, and other technical features of this damper control mechanism are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0201] It should be understood that the various parts disclosed in this invention can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0202] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0203] The present invention also provides a damper control mechanism. Through the structural scheme of this damper control mechanism embodiment, the shifting operation process of the actuator described above can be better understood.

[0204] Please see Figures 4 to 6 The damper control mechanism includes a damper 301 and an actuation structure 100. The damper 301 is movably mounted on the ram air intake duct of the aircraft. The actuation structure 100 includes an actuator 110 and a mounting member 120. The actuator 110 is connected to the damper 301 and can drive the damper 301 to adjust its opening. The actuator 110 is movably mounted on the mounting member 120 and can switch between different positions; different positions of the actuator 110 correspond to different openings of the damper 301.

[0205] Optionally, in some embodiments, one of the mounting member 120 and the actuator 110 is provided with a first stop portion 111, and the other is provided with a plurality of second stop portions 121. The first stop portion 111 can be selectively and limitingly connected with one of the plurality of second stop portions 121, so that the actuator 110 is constrained to different fixed positions. The actuator 110 has a plurality of non-continuous fixed positions, and different fixed positions correspond to different opening settings of the damper 301.

[0206] In this embodiment of the invention, the limiting cooperation of the first matching part 111 and the second matching part 121 constrains the actuator 110 to different fixed positions, and stably and reliably constrains the damper 301 to the corresponding damper 301 opening degree. Here, a fixed position refers to a state in which the actuator 110 is temporarily fixed in a defined, discontinuous position after the first matching part 111 and the second matching part 121 are connected.

[0207] It should be noted that, in this embodiment of the invention, the actuator 110 can refer to structures specifically designed for manual operation, such as handles 114 and joysticks. These components control and adjust the damper 301 by manually applying operating force. Simultaneously, the actuator 110 can also refer to electrically driven automated structures, such as electric servos. These components, driven by motors, can precisely execute control commands, achieving automated operation of the equipment.

[0208] Optionally, in some embodiments, the actuator is configured to be manually operated, and the damper control mechanism further includes a transmission structure 200 connected between the actuator 110 and the damper 301, which can transmit the operating force of the actuator 110 to the damper 301 to drive the damper 301 to adjust its opening.

[0209] Thus, by using the actuator 110 as the power source for the movement of the damper 301, the user can manually operate the actuator 110 to manually adjust the opening of the damper 301. Simultaneously, the entire transmission path, from the actuation structure 100 through the transmission structure 200 to the damper 301, adopts a fully mechanical structure, completely eliminating the use of electronic components and dependence on any onboard power supply. Therefore, in the event of power outages or servo failures, the user can still reliably adjust the opening of the damper 301 manually, thereby improving the safety and reliability of the aircraft.

[0210] It should be noted that, Figures 4 to 6 The transmission component 210 shown is in an interrupted state, its purpose being to allow other structures to occupy more of the drawing area. It can be understood that in practical applications, the transmission component 210 is a continuous, uninterrupted structure. Secondly, Figures 4 to 6The partial structure shown is a wireframe diagram with hidden lines, mainly including the actuator 110, the mounting part 120, the anti-detachment part 220, and the local area of ​​the transmission part 210 near the anti-detachment part 220. The purpose is to better understand the internal mating relationship of these structures.

[0211] The transmission structure 200 includes a transmission member 210 and an anti-detachment member 220. The actuator 110 is connected to the first end of the transmission member 210 through the anti-detachment member 220. The second end of the transmission member 210 is connected to the damper 301. The anti-detachment member 220 has an extreme position constrained by the mounting member 120 to limit the actuator 110 from continuing to pull the transmission member 210.

[0212] Optionally, in some embodiments, the transmission structure 200 includes a transmission member 210 and an anti-detachment member 220. The actuator 110 is connected to a first end of the transmission member 210 via the anti-detachment member 220, and a second end of the transmission member 210 is connected to a damper 301. The anti-detachment member 220 has an extreme position constrained by the mounting member 120 to limit the actuator 110 from continuing to pull the transmission member 210.

[0213] In this embodiment of the invention, an anti-detachment component 220 is used as an intermediate medium connecting the actuator 110 and the transmission component 210, and the anti-detachment component 220 and the actuator 110 have a more reliable connection. The constraint force between the anti-detachment component 220 and the mounting component 120 counteracts the traction force experienced by the transmission component 210 when it continues to be pulled from its extreme position. That is, during the movement stroke before the extreme position, the traction force of the actuator 110 acts on the transmission component 210 through the anti-detachment component 220, enabling the transmission component 210 to be pulled normally. At the extreme position, the traction force of the actuator 110 cancels out the constraint force from the mounting component 120 on the anti-detachment component 220, thus preventing the transmission component 210 from being over-pulled. This avoids the transmission component 210 from being over-pulled, causing it to loosen or break, thereby improving the reliability of the aircraft transmission structure 200.

[0214] The installation location and installation method of the mounting component 120 are not specifically limited in this application. For example, the mounting component 120 can be installed on the wall of the air duct, on the fuselage frame, or on the cockpit instrument panel. The mounting component 120 may be provided with mounting lugs 129, which have holes for screws to pass through, and then the mounting component 120 is locked and fixed by screws.

[0215] Please see Figure 3 , Figure 3A partial structural diagram of one embodiment of the aircraft is shown. The aircraft has a ram air intake 404 on the outer surface of its nose 401, and an interior air outlet 403 at the front end of the cockpit 402. A ram air intake duct 405 connects the ram air intake 404 and the interior air outlet 403 to introduce outside air into the cockpit 402. An exhaust duct 406 is also provided at the tail, connecting the rear end of the cockpit 402 to the external space at the tail end. A pressure relief valve 407 may be installed on the exhaust duct 406.

[0216] Please see Figure 3 In some embodiments, a damper 301 can be installed on the ram air intake duct 405, and a pressure relief valve 407 can be installed on the exhaust duct 406. External air from the aircraft can flow into the cockpit 402 through the ram air intake duct 405 and then out of the cockpit 402 through the exhaust duct 406. The pressure relief valve 407 is used to balance the pressure difference between the inside and outside of the cockpit 402. When the pressure inside the cockpit 402 is too high, the pressure relief valve 407 automatically opens to expel excess air to the outside, thus preventing damage to the cockpit 402 due to excessive pressure. When the pressure inside the cockpit 402 drops to a certain level, the pressure relief valve 407 automatically closes to prevent uncontrolled influx of external air into the cockpit 402, which could affect the environmental stability inside the cockpit 402. This design effectively improves the safety and comfort of the aircraft under various flight conditions.

[0217] For ease of explanation, the following explanation will take the structure in which the damper 301 is movably installed in the stamping air intake duct 405 and the actuator 110 is for manual operation as an example.

[0218] The actuation structure 100 includes a manually operated actuator 110, which is designed with parts that are easy for the pilot to hold and operate, such as a handle 114 or a push-pull lever. By manually operating the actuator 110, the damper 301 can be adjusted in opening. This manual operation method offers higher reliability and safety compared to the electronic control system, especially in the event of electronic control system failure, allowing manual adjustment of the damper 301 opening to ensure that the aircraft's ram air intake meets the needs of the cockpit 402.

[0219] For example, please see Figure 5 In some embodiments, the actuator 110 includes a handle 114, which includes an intersecting first rod portion 115 and a second rod portion 116. The first rod portion 115 extends along a reference line and is mounted on the mounting member 120, while the second rod portion 116 is exposed inside the cockpit 402 of the aircraft. Thus, the structure is simple and easy to operate.

[0220] Based on this, the actuator 110 has multiple non-continuous fixed positions, and different fixed positions correspond to different opening settings of the damper 301. In this way, the driver can manually operate the actuator 110 to switch between different fixed positions, thereby achieving precise adjustment of the opening of the damper 301.

[0221] Please see Figures 4 to 6 Optionally, in some embodiments, the actuator 110 can move along a reference line to switch between multiple fixed gears. The reference line can be a straight line, a regular curve, or an irregular curve. For example, in an embodiment where the actuator 110 includes intersecting first and second lever portions 115 and 116, the reference line can be the central axis of the first lever portion 115. Thus, gear switching is performed by movement, resulting in a simple structure and easy operation. Of course, in other embodiments, the actuator 110 can also rotate around the reference line to switch between multiple fixed gears.

[0222] Please refer to the following: Figures 11 to 13 , Figure 11 and Figure 12 The partial structure shown is a wireframe diagram with hidden lines, mainly including the actuator 110, the mounting part 120, the anti-detachment part 220, and the local area of ​​the transmission part 210 near the anti-detachment part 220. The purpose is to better understand the internal mating relationship of these structures. Figure 13 for Figure 12 The front view of the mounting component 120 shown is taken from a direction opposite to the first direction. Figure 13 There are three shaded fan-shaped areas, each corresponding to one of the three insertion grooves 122.

[0223] Please see Figures 11 to 13 Optionally, in some embodiments, a plurality of second gearing parts 121 are spaced apart along the reference line and staggered in the circumferential direction of the reference line. The actuator 110 switches to different fixed gears by moving along the reference line and rotating around the reference line.

[0224] Since the multiple second stop portions 121 are staggered in the circumferential direction of the reference line, the actuator 110 needs to rotate around the reference line to allow the first stop portion 111 to engage with the second stop portion 121 in a limiting engagement. For example, the actuator 110 can first move along the reference line and then rotate around the reference line to disengage the first stop portion 111 from the current second stop portion 121, and then engage with another second stop portion 121 in a limiting engagement. Alternatively, the actuator 110 can first rotate around the reference line and then move along the reference line to disengage the first stop portion 111 from the current second stop portion 121, and then engage with another second stop portion 121 in a limiting engagement. Of course, other movement and rotation methods are also possible, and this application does not specifically limit them.

[0225] Thus, in order to switch gears, the actuator 110 needs to move along and rotate around the reference line. This makes the movement trajectory of the actuator 110 more complex, so that the position and posture of the actuator 110 in different gears are more significantly different, thereby facilitating blind operation of the actuator 110. That is, even without visual observation, the user can clearly identify the current gear based solely on the hand feedback given by the actuator 110 in different positions.

[0226] Please refer to the following: Figure 14 Optionally, in some embodiments, one of the first engagement part 111 and the second engagement part 121 is provided with an insertion groove 122, and the other is provided with an insertion protrusion 112. The insertion protrusion 112 can be fitted into the insertion groove 122 to restrict the rotation of the first engagement part 111. In this way, through the mechanical cooperation between the insertion groove 122 and the insertion protrusion 112, the stability of the connection between the first engagement part 111 and the second engagement part 121 can be further ensured, preventing the actuator 110 from disengaging from the current gear due to accidental rotation. This design not only improves the reliability of the damper control mechanism, but also makes the entire gear switching process smoother and more precise, providing a strong guarantee for the stable operation of the aircraft. At the same time, this structure is simple and easy to manufacture, reducing production costs and facilitating large-scale application. Of course, in other embodiments, other structural forms can also be adopted, for example, the first engagement part 111 and the second engagement part 121 can be magnetically fixed to each other.

[0227] Optionally, in some embodiments, at least three insertion recesses 122 are sequentially distributed along a first direction. For example, see [link to relevant documentation]. Figures 12 to 14 In this embodiment, there are three insertion grooves 122. These three insertion grooves 122, which are distributed sequentially along the first direction, can be defined as the first insertion groove 122, the second insertion groove 122, and the third insertion groove 122.

[0228] in, Figure 13 There are three shaded fan-shaped areas, each corresponding to one of the three insertion recesses 122. Furthermore, Figure 13 The sector with the highest shading density represents the first insertion groove 122, the sector with medium shading density represents the second insertion groove 122, and the sector with the lowest shading density represents the third insertion groove 122.

[0229] Figure 14 for Figure 13 The diagram shows the planar development of the shape of the mounting component at section A, where section A is a cylindrical surface with a diameter slightly smaller than the maximum outer diameter of the mounting hole 127. Figure 14 The area filled with section lines corresponds to section A, which contains the solid portion of mounting component 120. Furthermore, Figure 14The outer contour of the first mating part 111 is also shown to better understand the mating relationship between the first mating part 111 and the insertion groove 122. Figure 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.

[0230] Please see Figure 14 Optionally, in some embodiments, the opening of the insertion groove 122 is oriented opposite to the first direction, and the insertion protrusion 112 is inserted into the insertion groove 122 in a direction opposite to the first direction. In this embodiment, the actuator 110 may first move along the first direction to disengage the insertion protrusion 112 from the previous insertion groove 122 (e.g., the first insertion groove 122) and move towards the next insertion groove 122 (e.g., the second insertion groove 122); then the actuator 110 may rotate around a reference line to align the insertion protrusion 112 with the next insertion groove 122 (e.g., the second insertion groove 122); finally, the actuator 110 may move in a direction opposite to the first direction to allow the insertion protrusion 112 to be inserted into the next insertion groove 122 (e.g., the second insertion groove 122), thereby completing the switching of the actuator 110 between different fixed positions.

[0231] It should be noted that, in the embodiments of the present invention, by default, the first insertion groove 122 refers to the insertion groove 122 corresponding to the lower gear (e.g., the first insertion groove 122), and the second insertion groove 122 refers to the insertion groove 122 corresponding to the higher gear (e.g., the second insertion groove 122).

[0232] Optionally, in some embodiments, the insertion protrusion 112 is provided on the first stop portion 111, and the insertion groove 122 is provided on the second stop portion 121. At least three insertion grooves 122 are sequentially distributed along the first direction and correspond to the first stop, second stop and third stop that the actuator 110 sequentially passes through when moving along the first direction. When the actuator 110 rotates along the second direction, it sequentially passes through the first stop, second stop and third stop. The opening of the damper 301 corresponding to the first stop, second stop and third stop increases sequentially.

[0233] That is, in this embodiment, the opening degree of the damper 301 corresponding to the first gear is less than the opening degree of the damper 301 corresponding to the second gear, and the opening degree of the damper 301 corresponding to the second gear is less than the opening degree of the damper 301 corresponding to the third gear. For example, it can be a state where the opening degree of the damper 301 corresponding to the first gear is zero (e.g. Figure 7 As shown), the second gear corresponds to the state where the damper 301 is 50% open (e.g. Figure 8 As shown), the third gear corresponds to the state where the damper 301 is 100% open (e.g. Figure 9 (As shown).

[0234] Based on this, the movement of actuator 110 along the first direction can be defined as an outward pulling upshift operation, corresponding to the process of increasing the opening of damper 301. Simultaneously, the movement of actuator 110 along the opposite direction to the first direction can be defined as an inward pushing downshift operation, corresponding to the process of decreasing the opening of damper 301. The inward direction is... Figure 4 The direction shown is from back to front, and the outward direction is... Figure 4 The direction shown is from front to back, and the outward direction is the first direction.

[0235] Thus, by moving and rotating in the same direction, the actuator 110 gradually increases or decreases the opening of the damper 301, an operation setting that better suits the user's operating habits. Secondly, in embodiments where the height of the actuator 110 exposed in the cabin 402 gradually increases as the actuator 110 moves in the first direction, the user can determine the current opening of the damper 301 based on the height of the actuator 110, thereby improving the ease of operation of the damper control mechanism. Similarly, in embodiments where the position of the actuator 110 within the cabin 402 gradually changes as the actuator 110 rotates in the second direction, the user can determine the current opening of the damper 301 based on the position of the actuator 110, thereby improving the ease of operation of the damper control mechanism.

[0236] Please see Figures 4 to 6 Optionally, in some embodiments, at least three fixed gear positions are provided. The central angle of rotation of the actuator 110 when switching between two adjacent fixed gear positions is α, and the value of the central angle α ranges from 30° to 150°. Further, the value of the central angle α ranges from 80° to 100°. For example, the central angle α can be 80°, 85°, 90°, or 95°, etc. This design can ensure the flexibility of gear switching and make the position and posture of the actuator 110 more significantly different in different gear positions, thereby ensuring the accuracy of gear switching.

[0237] The central angle corresponding to the switching of the actuator 110 between the first and second gears can be the same as or different from the central angle corresponding to the switching of the actuator 110 between the second and third gears. For example, both central angles can be set to 90°. Figures 4 to 6 As shown.

[0238] Please see Figure 12 and Figure 14Optionally, in some embodiments, the insertion protrusion 112 is inserted into the insertion groove 122 in a direction opposite to the first direction. The insertion groove 122 has a first groove side surface 123 and a second groove side surface 124 distributed sequentially in the second direction. In two adjacent insertion grooves 122 in the second direction, the second groove side surface 124 of the previous insertion groove 122 extends along the first direction to the groove edge of the next insertion groove 122.

[0239] The groove opening of the insertion groove 122 is oriented in the same direction as the first direction, and the insertion protrusion 112 can be inserted into the insertion groove 122 in a direction opposite to the first direction. When the insertion protrusion 112 is inserted into the insertion groove 122, the first groove side 123 and the second groove side 124 respectively abut against the two sides of the insertion protrusion 112 to restrict the rotation of the insertion protrusion 112 and the actuator 110, and to keep the actuator 110 stably in the current position. When the insertion protrusion 112 disengages from the insertion groove 122 and moves towards the next insertion groove 122 in the first direction, the second groove side 124 extends along the first direction to the edge of the groove opening of the next insertion groove 122. Therefore, the second groove side 124 can guide and position the insertion protrusion 112, so that the actuator 110 can move more smoothly to the next insertion groove 122, thereby improving the ease of operation of the damper control mechanism. That is, in this embodiment, the second groove side 124 is reused as a guide and positioning structure for the actuator 110.

[0240] Of course, in other embodiments, the insertion protrusion 112 may be inserted into the insertion groove 122 in a direction intersecting with the first direction, or the insertion protrusion 112 may be inserted into the insertion groove 122 in a direction intersecting with the first direction.

[0241] Please see Figure 14 In one embodiment, the bottom surface of the insertion groove 122 includes a first bottom surface segment 122a, a second bottom surface segment 122b, and a third bottom surface segment 122c that are sequentially distributed and intersecting in a second direction. The first bottom surface segment 122a and the third bottom surface segment 122c extend obliquely in a first direction in the second direction (i.e., obliquely extend from the lower right to the upper left in the drawing). The second bottom surface segment 122b extends from the third bottom surface segment 122c to the first bottom surface segment 122a in the first direction. The insertion protrusion 112 is provided with a first end face segment 112a, a second end face segment 112b, and a third end face segment 112c corresponding to the bottom surface of the insertion groove 122. The first end face segment 112a, the second end face segment 112b, and the third end face segment 112c are sequentially distributed and intersecting in the second direction.

[0242] In this embodiment, the first bottom segment 122a, the second bottom segment 122b, and the third bottom segment 122c are... Figure 14Together, they form a general Z-shape, with the first bottom segment 122a, the second bottom segment 122b, the third bottom segment 122c, and the first groove side surface 123 forming a Z-shape. Figure 14 Together they form a rough W shape.

[0243] Thus, on the one hand, by setting the bottom surface of the insertion groove 122 to include a first bottom surface segment 122a, a second bottom surface segment 122b, and a third bottom surface segment 122c, and setting the end face of the insertion protrusion 112 to include a first end face segment 112a, a second end face segment 112b, and a third end face segment 112c, the bottom area of ​​the insertion groove 122 can be increased, and the contact area between the insertion protrusion 112 and the insertion groove 122 can be increased, thereby improving the positional stability of the insertion protrusion 112 on the insertion groove 122.

[0244] On the other hand, during the upshifting operation, as the actuator rotates in the second direction, the inclined third end face section 112c can play a guiding role, making it easier for the insertion protrusion 112 to cross the first edge 125 of the next insertion groove 122, thereby improving the ease of operation.

[0245] Please see Figure 14 In one embodiment, the edge of the groove where the first groove side 123 is located is defined as the first edge 125. In two adjacent insertion grooves 122, the first edge 125 of the latter insertion groove 122 extends obliquely in the second direction away from the first direction (i.e., it extends obliquely from the lower left to the upper right in the drawing). Thus, during the downshifting operation, as the actuator rotates in the direction opposite to the second direction, the oblique first edge 125 can act as a guide, making it easier for the insertion protrusion 112 to cross the first edge 125 of the current insertion groove 122, thereby improving the ease of operation.

[0246] Of course, the bottom surface of the insertion groove 122 can also be set in other forms, for example... Figures 17 to 20 In the embodiment shown, the bottom surface of the insertion groove 122 is not segmented, and its bottom surface can be an inclined extension (e.g. Figure 18 As shown), it can also be a horizontal extension (such as...). Figure 20 (As shown). More details will be provided below.

[0247] Similarly, the first edge 125 can also be set to other forms, for example... Figure 19 and Figure 20 In the illustrated embodiment, the first edge 125 extends laterally, and each insertion recess 122 is provided with a first edge 125. Details will be described below. It can be understood that... Figure 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.

[0248] 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.

[0249] 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".

[0250] 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.

[0251] Please see Figure 4Optionally, in some embodiments, the damper control mechanism further includes an elastic element 302 acting on the actuator 110. During the movement of the actuator 110 along the first direction, the elastic potential energy of the elastic element 302 increases, enabling the elastic element 302 to maintain the first stop portion 111 in a limited connection with the second stop portion 121. It can be understood that in embodiments with a plug-in protrusion 112 and a plug-in groove 122, the elastic element 302 enables the plug-in protrusion 112 to maintain a limited abutment against the groove wall of the plug-in groove 122. The elastic element 302 can be directly connected to the actuator 110, or indirectly connected to the actuator 110 through other structures, such as the transmission structure 200.

[0252] On the one hand, the elastic force of the elastic element 302 acting on the actuator 110, together with the constraint force of the bottom surface of the insertion groove 122 and the first edge 125 acting on the actuator 110, restricts the free movement of the actuator 110 along the reference line. This allows the insertion protrusion 112 to more tightly abut against the bottom surface of the insertion groove 122 and the first edge 125. That is, the elastic element 302 and the insertion groove 122 together serve as the gear locking structure of the actuator 110, enhancing the vibration resistance of the actuator 110 and ensuring that it remains in the target gear position during takeoff, turbulence, and other scenarios. The damper 301 maintains its target opening, ensuring uniform and controllable ram air intake.

[0253] On the other hand, when the actuator 110 loses the effect of external operating force, the elastic element 302 releases elastic potential energy, pushing the actuator 110 to move in the opposite direction to the first direction, thereby achieving automatic reset. This improves the ease of operation of the actuator 110 during downshifting operations (e.g., switching from the third gear to the second gear).

[0254] It should be noted that during the stage where the force of the elastic element 302 can drive the actuator 110 to move in the opposite direction to the first direction, the user can either directly remove the operating force on the actuator 110, or the user can maintain the operating force applied to the actuator 110. For the former, the power source for the movement of the actuator 110 is mainly the elastic element 302. For the latter, the power source for the movement of the actuator 110 includes both the elastic element 302 and the external operating force.

[0255] It is understandable that during the upshifting operation of pulling the actuator 110 outward, the force of the elastic element 302 acts as a resistance to the movement of the actuator 110. During the downshifting operation of pushing the actuator 110 inward, the force of the elastic element 302 is one of the driving forces for the movement of the actuator 110.

[0256] 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.

[0257] 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).

[0258] 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.

[0259] 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.

[0260] 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.

[0261] The process of switching the actuator 110 from the first position to the second position includes three stages. Specifically, firstly, the actuator 110 is pulled along the first direction to move the insertion protrusion 112 along the first direction (with a large displacement) until the insertion protrusion 112 just crosses the position of the first edge 125 of the second insertion groove 122. Then, the actuator 110 is rotated along the second direction (the actuator 110 rotates around its own central axis) to rotate the insertion protrusion 112 along the second direction until the insertion protrusion 112 aligns with the second insertion groove 122. Finally, the operating force on the actuator 110 is released, that is, the actuator 110 is released so that the actuator 110 can move in the opposite direction to the first direction under the action of the elastic member 302 (with a small displacement) until the insertion protrusion 112 is inserted into the second insertion groove 122.

[0262] During the pulling of the actuator 110 along the first direction, the two sides of the insertion protrusion 112 slide against the first groove side 123 and the second groove side 124 of the first insertion groove 122, respectively. At this time, the first groove side 123 and the second groove side 124 act as guides, making the movement of the actuator 110 smoother and more stable.

[0263] During the rotation of the actuator 110 in the second direction, when the side of the insertion protrusion 112 abuts against the side 124 of the second groove of the second insertion recess 122, the insertion protrusion 112 is precisely aligned with the second insertion recess 122. At this time, the side 124 of the second groove plays a positioning role, allowing the user to judge by feel whether the insertion protrusion 112 and the insertion recess 122 are aligned, which is more conducive to blind operation of the actuator 110 gear switching.

[0264] During the process of releasing the actuator 110 to allow it to retract on its own, the two sides of the insertion protrusion 112 slide against the first groove side 123 and the second groove side 124 of the second insertion groove 122, respectively. At this time, the first groove side 123 and the second groove side 124 act as guides, enabling the actuator 110 to be inserted into the second insertion groove 122 more accurately and smoothly.

[0265] Similarly, the process of the actuator 110 switching from the second position to the third position also includes three stages, and the principle of the change in the mating relationship between the insertion protrusion 112 and the insertion groove 122 in these three stages is basically the same as that described above.

[0266] It is understandable that the gear shifting of actuator 110 is not limited to sequential gear shifting, such as shifting from the first gear to the second gear, or from the second gear to the third gear. It can also skip the second gear and shift directly from the first gear to the third gear, or directly shift from the third gear to the first gear.

[0267] It is not difficult to understand that the process of the actuator 110 switching from the second gear to the first gear also includes three stages, and the principle of the change of the mating relationship between the insertion protrusion 112 and the insertion groove 122 in these three stages is basically the same as that above, and the change process is basically the opposite of that above.

[0268] Specifically, the process of switching the actuator 110 from the second position to the first position involves first pulling the actuator 110 along the first direction to move the insertion protrusion 112 along the first direction (with a small displacement) until the insertion protrusion 112 just crosses the first edge 125 of the second insertion groove 122. Then, the actuator 110 is rotated in the opposite direction to the second direction to rotate the insertion protrusion 112 in the opposite direction to the second direction until the insertion protrusion 112 aligns with the first insertion groove 122. During this process, when the side of the insertion protrusion 112 abuts against the first groove side 123 of the first insertion groove 122, the insertion protrusion 112 is exactly aligned with the first insertion groove 122. Finally, the operating force on the actuator 110 is released, that is, the actuator 110 is released so that the actuator 110 can move on its own in the opposite direction to the first direction (with a large displacement) under the action of the elastic member 302 until the insertion protrusion 112 is inserted into the first insertion groove 122.

[0269] Similarly, the process of actuator 110 switching from the third gear to the second gear, and the process of actuator 110 switching from the third gear to the first gear, can be understood. This application will not elaborate further here.

[0270] Please see Figure 17 and Figure 18 ,in, Figure 17 There are three shaded fan-shaped areas, each corresponding to one of the three insertion recesses 122. Furthermore, Figure 17 The sector with the highest shading density represents the first insertion groove 122, the sector with medium shading density represents the second insertion groove 122, and the sector with the lowest shading density represents the third insertion groove 122.

[0271] Please see Figure 18 Optionally, in some other embodiments, the groove edge where the first groove side 123 is located is defined as the first edge 125, and the insertion protrusion 112 is provided with a limiting protrusion 113 on the side, the limiting protrusion 113 can abut against the first edge 125, and / or, the insertion protrusion 112 can abut against the bottom surface of the insertion groove 122.

[0272] In this embodiment, the groove edge where the first groove side 123 is located is defined as the first edge 125, and the groove edge where the second groove side 124 is located is defined as the second edge 126. By limiting the movement of the actuator 110 in the opposite direction to the first direction through the limiting protrusion 113 abutting against the first edge 125 of the insertion groove 122, and the insertion protrusion 112 abutting against the bottom surface of the insertion groove 122, the actuator 110 can be more stably maintained in the current gear position.

[0273] Of course, in other embodiments, the limiting protrusion 113 may not be provided, and the actuator 110 may be restricted from moving in the opposite direction to the first direction simply by the insertion protrusion 112 abutting against the bottom surface of the insertion groove 122. For example Figure 14 In the embodiment shown, the limiting protrusion 113 is not provided.

[0274] Alternatively, a limiting protrusion 113 may be provided, but the actuator 110 is restricted from moving in the opposite direction to the first direction only by the limiting protrusion 113 abutting against the first edge 125 of the insertion groove 122, and the insertion protrusion 112 and the bottom surface of the insertion groove 122 have a gap.

[0275] Please see Figure 18 Optionally, in another embodiment, the first edge 125 extends obliquely away from the first direction in the second direction, and the end face of the limiting protrusion 113 facing the first edge 125 extends obliquely away from the first direction in the second direction.

[0276] Please see Figure 17 and Figure 18 Optionally, in another embodiment, the bottom surface of the insertion groove 122 extends obliquely in the second direction along the first direction, and the end face of the insertion protrusion facing the insertion groove 122 extends obliquely in the second direction along the first direction. That is, the bottom surface of the insertion groove 122 and the first side surface 123 are in... Figure 18 Together they form a rough V shape.

[0277] Thus, on the one hand, by setting the bottom surface of the insertion groove 122 and the end face of the insertion protrusion 112 to extend at an incline, the bottom area of ​​the insertion groove 122 can be increased, and the contact area between the insertion protrusion 112 and the insertion groove 122 can be increased, thereby improving the positional stability of the insertion protrusion 112 on the insertion groove 122.

[0278] On the other hand, during the upshifting operation, as the actuator rotates in the second direction, the end face of the inclined insertion protrusion 112 can act as a guide, making it easier for the insertion protrusion 112 to cross the first edge 125 of the next insertion groove 122, thereby improving the ease of operation.

[0279] On the other hand, during downshifting, as the actuator rotates in the opposite direction to the second direction, the inclined first edge 125 can act as a guide, making it easier for the insertion protrusion 112 to cross the first edge 125 of the current insertion groove 122, thereby improving the ease of operation.

[0280] Of course, the bottom surface of the insertion groove 122 and the first edge 125 may not extend at an angle. For example, see Figure 19 and Figure 20 In another embodiment, the first edge 125 extends along a second direction, the end face of the limiting protrusion 113 facing the first edge 125 extends along the second direction, the bottom surface of the insertion groove 122 extends along the second direction, and the end face of the insertion protrusion facing the insertion groove 122 extends along the second direction. Thus, the structure is simple and easy to manufacture and form the actuator 110 and the mounting member 120.

[0281] in, Figure 19 There are three shaded fan-shaped areas, each corresponding to one of the three insertion recesses 122. Furthermore, Figure 19 The sector with the highest shading density represents the first insertion groove 122, the sector with medium shading density represents the second insertion groove 122, and the sector with the lowest shading density represents the third insertion groove 122.

[0282] Based on this, please refer to Figure 18 and Figure 20 Optionally, in some other embodiments, the wall surface of the mounting hole 127 is further provided with a positioning surface 128. The first insertion groove 122, the positioning surface 128 and the last insertion groove 122 are distributed sequentially in the opposite direction to the second direction. The positioning surface 128 starts from the first edge 125 of the first insertion groove 122 and extends along the first direction to the edge of the mounting hole 127 away from the damper 301.

[0283] It is not hard to understand, in Figures 17 to 20 In the illustrated embodiment, the upshift and downshift operations of the actuator 110 are the same as described above. Figure 14 The process of the illustrated embodiment is basically the same, and the principle of changing the fitting relationship between the insertion protrusion 112 and the insertion groove 122 during operation is basically the same as described above. The difference lies in that, due to... Figures 17 to 20 The embodiment shown is provided with a limiting protrusion 113 and a positioning surface 128. Therefore, when the insertion protrusion 112 is engaged with the first insertion groove 122, the side of the limiting protrusion 113 away from the insertion protrusion 112 abuts against the positioning surface 128, and the positioning surface 128 plays a guiding and positioning role.

[0284] Understandable, Figure 12In the illustrated embodiment, the first groove side 123 of the first insertion groove 122 can extend along the first direction to the edge of the mounting hole 127 away from the damper 301, and serve to... Figure 16 The positioning surface 128 in the illustrated embodiment has the same function.

[0285] Please see Figure 10 Optionally, in some embodiments, the actuator 110 includes a handle 114 and an indicator structure 117 disposed on the handle 114. The handle 114 has an external display surface exposed inside the cockpit 402 of the aircraft, and the indicator structure 117 is disposed on the external display surface and used to indicate the position and orientation of the handle 114. Thus, by providing the indicator structure 117 on the external display surface of the handle 114, the pilot can intuitively and quickly determine the current position and orientation of the handle 114 during operation, thereby accurately controlling the current opening degree of the damper 301. This not only helps improve the ease of operation during flight but also enhances flight safety to a certain extent, avoiding potential risks caused by misoperation.

[0286] Please see Figure 11 Optionally, in some embodiments, the handle 114 includes an intersecting first rod portion 115 and a second rod portion 116. The first rod portion 115 extends along a reference line and is movably mounted on the mounting member 120. The external display end face is located on the side of the second rod portion 116 away from the first rod portion 115. This intersecting design of the first rod portion 115 and the second rod portion 116 allows the handle 114 to better distribute stress when subjected to external forces, improving the durability and reliability of the handle 114. It also ensures the stability and flexibility of the handle 114 during operation. When the driver needs to adjust the opening of the damper 301, they can quickly determine the current position of the handle 114 and its corresponding damper 301 opening by observing the indicator structure 117 on the external display end face, thereby achieving precise control.

[0287] The style and forming method of the indicator structure 117 can be selected in various ways. For example, the style of the indicator structure 117 can be a regular graphic (e.g., an arrow in a single direction) or an irregular graphic, and it can be a continuous graphic or a discontinuous graphic (e.g., multiple spaced protrusions).

[0288] The indicator structure 117 can be a structure sprayed or pasted onto the second rod portion 116, such as a sticker or paint. The indicator structure 117 can also be a structure directly molded onto the second rod portion 116, for example, in an embodiment where the handle 114 is manufactured using an injection molding process, the handle 114 can be integrally molded with the indicator structure 117.

[0289] Please see Figure 11Optionally, in some embodiments, one end of the second rod portion 116 is formed into an indicator structure 117, which is a unidirectional indicator arrow pointing away from the other end of the second rod portion 116.

[0290] In an embodiment where the position of the actuator 110 gradually changes within the cabin 402 as the actuator 110 rotates in the second direction, the user can also determine the current opening degree of the damper 301 based on the position of the actuator 110, thereby improving the ease of operation of the damper control mechanism.

[0291] Specifically, please refer to Figures 4 to 6 In this embodiment, when the actuator 110 is in the first position, the second lever 116 extends in the left-right direction, and the indicator arrow of the second lever 116 points to the left side as shown in the figure (e.g., Figure 4 (As shown). When the actuator 110 is in the second position, the second lever 116 extends in the vertical direction, and the indicator arrow of the second lever 116 points to the upper side as shown in the figure (e.g.). Figure 5 (As shown). When the actuator 110 is in the third position, the second lever 116 extends in the left-right direction, and the indicator arrow of the second lever 116 points to the right side of the figure (as shown). Figure 6 (As shown).

[0292] As the actuator 110 rotates in the second direction, its position within the cabin 402 gradually changes, manifested in two aspects. Firstly, the orientation of the second lever 116 and its indicator arrow gradually changes. The user can determine the current opening degree of the damper 301 based on the orientation of the indicator arrow on the second lever 116, thereby improving the ease of operation of the damper control mechanism. Secondly, as the actuator 110 rotates in the second direction, the height of the first lever 115 extending beyond the mounting hole 127 gradually increases; that is, the height of the actuator 110 exposed within the cabin 402 gradually increases. The user can determine the current opening degree of the damper 301 based on the height of the exposed actuator 110, thereby improving the ease of operation of the damper control mechanism.

[0293] It is understood that the damper control mechanism proposed in this invention, through the combination of a handle 114 with an indicator arrow, and the interlocking groove 122 and the elastic element 302, allows the user to quickly and accurately switch the handle 114 to the target position during operation, guided by both "tactile feedback" and "visual indication," thereby switching the damper 301 to the target opening and adjusting the ram air intake to the optimal intake volume matching the current operating conditions. This greatly improves the convenience and efficiency of operation. Furthermore, it enables precise and efficient blind operation, ensuring accurate adjustment even under conditions of limited visibility. Thus, it solves the problems of operational complexity and damper opening drift inherent in the stepless adjustment method of the damper 301, while also effectively overcoming the shortcomings of the single open / close adjustment method in terms of adaptability, providing users with a more reliable and flexible adjustment method.

[0294] Please see Figure 3 and Figure 5 Optionally, in some embodiments, the damper control mechanism further includes a transmission structure 200 connected between the actuator 110 and the damper 301, capable of transmitting the operating force of the actuator 110 to the damper 301. The design of the transmission structure 200 ensures that the operation of the actuator 110 is accurately and promptly reflected in the opening change of the damper 301, achieving effective linkage between manual operation and damper 301 opening adjustment. Of course, in other embodiments, the transmission structure 200 may be omitted, and the actuator 110 may be directly connected to and drive the damper 301.

[0295] In practical implementation, the transmission structure 200 can take various forms. For example, the transmission component 210 can be a cable, chain, or linkage. Taking a cable as an example, the actuator 110 is connected to the damper 301 through the cable. When the actuator 110 is operated, the cable will move accordingly, thereby driving the damper 301 to adjust its opening.

[0296] Please see Figure 4 Optionally, in some embodiments, the damper control mechanism further includes an elastic element 302 acting on the damper 301. As the opening of the damper 301 increases, the elastic potential energy of the elastic element 302 increases. Thus, the elastic element 302 allows the damper 301 to tend towards a lower opening, so that after the actuator 110 removes its traction force, the damper 301 can automatically return to a lower opening. The structure is simple and convenient for operation.

[0297] To prevent the transmission component 210 from being pulled away, the transmission structure 200 may also be equipped with an anti-disengagement component 220 or similar structures to improve the reliability and stability of the transmission structure 200. For example, please refer to... Figure 4Optionally, in some embodiments, the transmission structure 200 includes a transmission member 210 and an anti-detachment member 220. The actuator 110 is connected to a first end of the transmission member 210 through the anti-detachment member 220, and a second end of the transmission member 210 is connected to a damper 301. The anti-detachment member 220 has an extreme position constrained by the mounting member 120 to limit the actuator 110 from continuing to pull the transmission member 210.

[0298] In this embodiment of the invention, the anti-detachment component 220 precisely limits the maximum pulling stroke of the transmission component 210, preventing excessive traction force from damaging the transmission structure 200 at the transmission boundary. This ensures that the transmission component 210 is always within a safe load-bearing range, avoiding failure of the transmission structure 200 due to misoperation or extreme working conditions. In other words, it prevents the transmission component 210 from being excessively pulled, causing it to loosen or break, or from deforming the rocker arm 230, thereby improving the reliability of the aircraft transmission structure 200.

[0299] The form in which the anti-detachment component 220 is constrained by the mounting component 120 can be varied. For example, please refer to... Figures 4 to 6 Optionally, in some embodiments, the actuator 110 is movable along a first direction to pull the transmission member 210, and the anti-detachment member 220 is exposed outside the mounting member 120. In its extreme position, the anti-detachment member 220 abuts against the end face of the mounting member 120 near the transmission member 210. That is, the direct abutment between the mounting member 120 and the anti-detachment member 220 restricts the continued movement of the anti-detachment member 220 and the transmission member 210 along the first direction. Thus, the structure is simple and easy to implement.

[0300] The anti-detachment component 220 can have various shapes and materials. For example, it can be a regular shape such as a hexagonal prism or cylinder, or an irregular shape. The material of the anti-detachment component 220 can be metal or plastic, etc. Please refer to [link / reference]. Figure 11 In one embodiment, the anti-detachment component 220 is constructed of a metal hexagonal prism, which allows the user to rotate it onto the externally threaded post 118 of the first rod portion 115 of the handle 114 using a wrench.

[0301] It is easy to understand that in the embodiment where the mounting part 120 has a slotted insertion groove 122 facing the first direction, the actuator 110, whether performing an upshift or downshift operation, needs to move a certain distance along the first direction until it can cross the first edge 125 of the insertion groove 122, so that the insertion protrusion 112 can rotate around the reference line. For example, when the actuator 110 performs a downshift operation starting from the third gear, it needs to move a preset distance along the first direction. This preset distance must be greater than the height of the first edge 125 of the third insertion groove 122 protruding from its bottom surface, so that the insertion protrusion 112 can rotate in the opposite direction to the second direction to cross the first edge 125 of the third insertion groove 122 and align with the second or first insertion groove 122.

[0302] Therefore, when the actuator 110 is in the third position, i.e., the damper 301 is fully open, a certain gap needs to be maintained between the anti-detachment component 220 and the mounting component 120. This gap must be greater than the height of the first edge 125 of the third insertion groove 122 protruding from its bottom surface, so that the actuator 110 has sufficient movement margin to allow the insertion protrusion 112 to cross over the first edge 125 of the third insertion groove 122. That is, when the actuator 110 is in the third position, the anti-detachment component 220 is not in the extreme position, but has a certain distance from the extreme position (e.g., ...). Figure 6 (As shown).

[0303] For example, in one embodiment, when the actuator 110 is in the third position, the anti-disengagement member 220 and the mounting member 120 have a distance of 5mm to 10mm, which can be 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm, or 9mm. Meanwhile, the first edge 125 of the third insertion groove 122 protrudes from its bottom surface by less than 5mm, which can be 3mm, 3.5mm, 4mm, or 4.5mm.

[0304] Of course, in other embodiments, the damper control mechanism may also include a flexible limiting member connected between the anti-detachment member 220 and the mounting member 120. The length of the flexible limiting member is greater than or equal to the travel of the anti-detachment member 220. The flexible limiting member can be a rope or chain, etc. Taking a rope as an example, before the anti-detachment member 220 moves to its limit position along the first direction, the traction force of the actuator 110 causes the anti-detachment member 220 and the transmission member 210 to move along the first direction. At this time, the rope is loose and not taut. When the anti-detachment member 220 moves to its limit position along the first direction, the rope is taut, and the mounting member 120 exerts a pulling force on the anti-detachment member 220 through the rope. The traction force of the actuator 110 cancels out this pulling force, so the transmission member 210 is not over-tractioned.

[0305] In some embodiments, the anti-detachment member 220 may have a first magnetic part, and the mounting member 120 may have a second magnetic part. As the anti-detachment member 220 approaches the mounting member 120, the repulsive force between the first magnetic part and the second magnetic part gradually increases. Further, the first magnetic part may be located on the end face of the anti-detachment member 220 facing the mounting member 120, and the second magnetic part may be located on the end face of the mounting member 120 facing the anti-detachment member 220. The first magnetic part may be positioned close to the second magnetic part when the anti-detachment member 220 is in its extreme position, maximizing the repulsive force between them. In this way, the repulsive force between the first and second magnetic parts counteracts the traction force of the actuator 110, reducing the risk of the transmission member 210 being excessively pulled and becoming loose or damaged.

[0306] Please see Figure 11 Optionally, in some embodiments, the anti-detachment component 220 is provided with a first mounting hole 221 and a second mounting hole 222, the actuator 110 is mounted on the first mounting hole 221, and the first end of the transmission component 210 is mounted on the second mounting hole 222. This results in a simple and easy-to-implement structure. Of course, in other embodiments, the first mounting hole 221 and the second mounting hole 222 may not be provided.

[0307] The first mounting hole 221 and the second mounting hole 222 can be connected or spaced apart. For example, please refer to... Figure 11 In one embodiment, the first mounting hole 221 and the second mounting hole 222 are connected and respectively penetrate the two end faces of the mounting member 120. Thus, the structure is simple and easy to implement.

[0308] Please see Figure 10 and Figure 11 Optionally, in some embodiments, the first end of the transmission member 210 is provided with a spherical locking protrusion 211, which is rotatably engaged with the second mounting hole 222. This facilitates the assembly of the transmission member 210 and the anti-detachment member 220. Furthermore, during the rotation of the actuator 110 and the anti-detachment member 220 around the reference line, since the spherical locking protrusion 211 can rotate freely relative to the anti-detachment member 220, the transmission member 210 does not need to rotate with the anti-detachment member 220, thus preventing the transmission member 210 and the rocker arm 230 from twisting or deforming. Of course, in other embodiments, the transmission member 210 can also be connected to the anti-detachment member 220 in other ways, such as by direct welding or fixing, or by screws.

[0309] Please see Figure 10 and Figure 11Optionally, in some embodiments, the actuator 110 is provided with an externally threaded post 118, and the first mounting hole 221 has an internal thread, the first mounting hole 221 being threadedly connected to the externally threaded post 118. The externally threaded post 118 is located at the end of the actuator 110 that passes through the mounting hole 127. The edge of the first mounting hole 221 can abut against the edge of the mounting hole 127 to define the extreme position of the anti-detachment member 220. Thus, the structure is simple and easy to install. More importantly, the actuator 110 and the anti-detachment member 220 have a stable and reliable connection, and even if the actuator 110 is excessively pulled, the anti-detachment member 220 will not detach from the actuator 110.

[0310] Please see Figure 11 Optionally, in some embodiments, the second mounting hole 222 includes a relief hole section 223 and an engagement hole section 224. The engagement hole section 224 connects the relief hole section 223 and the first mounting hole 221. The diameter of the engagement hole section 224 and the diameter of the spherical locking protrusion 211 are both larger than the diameter of the relief hole section 223. The first end of the transmission member 210 passes through the relief hole section 223 and connects with the spherical locking protrusion 211 placed in the engagement hole section 224. Thus, after the spherical locking protrusion 211 passes through the second mounting hole 222 and enters the engagement hole section 224, it can rotate freely around a reference line, but cannot pass through the relief hole section 223 to detach from the mounting member 120. Furthermore, after the spherical locking protrusion 211 enters the engagement hole section 224, the external threaded post 118 is threaded into the second mounting hole 222, so that the spherical locking protrusion 211 also cannot pass through the second mounting hole 222 to detach from the mounting member 120.

[0311] Please see Figure 4 and Figure 7 Optionally, in some embodiments, the damper 301 is rotatably mounted on the stamping air intake duct 405, and the transmission structure 200 further includes a rocker arm 230, which rotates coaxially with the damper 301. The first end of the transmission member 210 is connected to the actuator 110, and the second end of the transmission member 210 is rotatably connected to the rocker arm 230. This results in a simple and easily implemented structure. Of course, in other embodiments, the damper 301 can also be movably mounted on the stamping air intake duct 405.

[0312] Optionally, the second end of the transmission component 210 is provided with a collar 212, and the rocker arm 230 is provided with a mounting post 231 on the side away from the damper 301, with the collar 212 rotatably fitted onto the mounting post 231. This results in a simple structure that is easy to install. Of course, in other embodiments, the second end of the transmission component 210 can be connected to the rocker arm 230 in other ways, such as by directly welding the second end of the transmission component 210 to the rocker arm 230.

[0313] Please see Figure 9 and Figure 10Optionally, in embodiments where the transmission component 210 is a cable, the transmission component 210 may include a cable wire 213 and a cable sheath 214, with a collar 212 and a spherical locking protrusion 211 both fixedly mounted on the cable wire 213. The cable sheath 214 is fixedly mounted on the machine body to guide and position the cable wire 213, guiding it to move along a preset trajectory. Specifically, when the actuator 110 moves along the first direction, the cable wire 213 will be pulled by the actuator 110 and move towards the mounting member 120; when the actuator 110 moves in the opposite direction to the first direction, the cable wire 213 will be pushed by the actuator 110 and move away from the mounting member 120.

[0314] Please see Figure 7 In embodiments where the transmission structure 200 includes an elastic element 302, optionally, one end of the elastic element 302 is connected to the rocker arm 230, and the other end is connected to the duct wall. The elastic element 302 can be a tension spring, a compression spring, a metal sheet, or other elastic structures. For example, in one embodiment, the rocker arm 230 has a protruding post on its side facing the damper 301, and the elastic element 302 is a tension spring, with one end hooked onto the protruding post of the rocker arm 230 and the other end hooked onto the duct wall.

[0315] The present invention also proposes an aircraft including the aforementioned damper control mechanism. The specific structure of the damper control mechanism is as described in the above embodiments. Since this aircraft adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here. The aircraft is provided with an air duct, and the damper 301 of the damper control mechanism is movably mounted on the air duct.

[0316] The aircraft type can be either an electric vertical takeoff and landing (eVTOL) aircraft or a helicopter, etc. The eVTOL configuration includes, but is not limited to, multi-rotor configuration, compound wing configuration, and tiltrotor configuration.

[0317] Please see Figure 3 Optionally, in some embodiments, the aircraft includes a cockpit 402 and a ram air intake duct 405, the ram air intake duct 405 connecting the external space of the aircraft and the internal space of the cockpit 402, and a damper 301 is movably mounted on the ram air intake duct 405. By operating the actuator 110 of the damper control mechanism, the opening degree of the damper 301 can be adjusted, thereby controlling the amount of ram air entering the cockpit 402, providing a strong guarantee for the safe operation of the aircraft.

[0318] Of course, the damper control mechanism is not limited to use only in the ram air intake duct 405, but can also be used in other air ducts of the aircraft, such as the exhaust air duct 406.

[0319] The above description is only a part of the embodiments of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made under the technical concept of the present invention using the contents of the present invention specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A damper control method, characterized in that, The damper control method includes the following steps: Get current flight speed and target air intake ; Compare the current flight speed With preset speed Based on the size relationship, output the first comparison result; Compare the target intake volume With preset intake volume Based on the size relationship, output the second comparison result; The target gear is determined based on the first comparison result and the second comparison result. ; as well as Adjust the actuator's position to the target position. This is to adjust the damper opening of the ram air intake duct to the target opening. Wherein, the preset speed Including the first speed set sequentially from smallest to largest Second speed Third speed and fourth speed The preset air intake volume Including the first intake volume set in ascending order of size. Second intake volume 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 air intake volume satisfies At that time, determine the target gear. Third gear .

2. The damper control method as described in claim 1, characterized in that, The preset speed and the preset air intake volume Satisfying Relationship: .

3. The damper control method as described in claim 2, characterized in that, First speed Second speed Third speed and third speed The expression is: ； ； ； ； in, Indicates the first intake volume; Indicates the second intake volume; This indicates the average cross-sectional area of ​​the air outlet inside the cabin; This represents the friction coefficient of the ram air intake duct; This indicates the length of the ram air intake duct; Indicates the diameter of the ram air intake duct; This represents the local drag coefficient of the ram air intake duct; and This indicates the damper opening of the ram air intake duct. , Corresponding to the second gear , Corresponding to the third gear S represents the average cross-sectional area of ​​the ram air intake duct; Represents gravitational acceleration; This indicates the height difference between the ram air inlet and the cabin air outlet.

4. The damper control method as described in claim 3, characterized in that, The value is 0.

5. The value is 1.

5. The damper control method as described in claim 1, characterized in that, First intake volume and the second intake volume Satisfying Relationship: .

6. A damper control mechanism, characterized in that, The damper control mechanism includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the damper control method as described in any one of claims 1 to 5.

7. A damper control mechanism, characterized in that, For implementing the damper control method as described in any one of claims 1 to 5, the damper control mechanism includes a damper and an actuation structure, the damper being movably mounted in the ram air intake duct of an aircraft, and the actuation structure comprising: An actuator, connected to the damper, is capable of driving the damper to adjust its opening degree; and The actuator is movably mounted on the mounting component and can switch between different gears, with the different gears of the actuator corresponding to different opening degrees of the damper.

8. The damper control mechanism as described in claim 7, characterized in that, One of the mounting component and the actuator is provided with a first stop portion, and the other is provided with a plurality of second stop portions. The first stop portion can be selectively connected to one of the plurality of second stop portions to limit the actuator to be constrained to different fixed positions.

9. The damper control mechanism as described in claim 8, characterized in that, Multiple second gear positions are distributed at intervals along the reference line and staggered in the circumferential direction of the reference line. The actuator switches to different fixed gear positions by moving along the reference line and rotating around the reference line.

10. The damper control mechanism as described in claim 9, characterized in that, One of the first and second stop portions is provided with a insertion groove, and the other is provided with a insertion protrusion. The insertion protrusion can be fitted into the insertion groove to restrict the rotation of the first stop portion.

11. The damper control mechanism as described in claim 10, characterized in that, The insertion protrusion is provided on the first matching part, and the insertion groove is provided on the second matching part. At least three insertion grooves are distributed sequentially along the first direction and correspond to the first, second and third gears that the actuator passes through sequentially when moving along the first direction. When the actuator rotates along the second direction, it passes through the first gear, the second gear and the third gear in sequence. The damper opening corresponding to the first gear, the second gear and the third gear increases sequentially.

12. The damper control mechanism as described in claim 11, characterized in that, The insertion protrusion is inserted into the insertion groove in a direction opposite to the first direction. The insertion groove has a first groove side and a second groove side distributed sequentially in the second direction. In two adjacent insertion grooves in the second direction, the second groove side of the previous insertion groove extends along the first direction to the groove edge of the next insertion groove.

13. The damper control mechanism as described in claim 8, characterized in that, The damper control mechanism further includes an elastic element that acts on the actuator, the elastic element being able to keep the first stop part in a limited connection with the second stop part; And / or, the actuator includes a handle for manual operation.

14. An aircraft, characterized in that, The aircraft includes: The cabin is equipped with an internal air vent; 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 The damper control mechanism as described in any one of claims 6 to 13, wherein the damper of the damper control mechanism is movably installed in the stamping air intake duct.

15. The aircraft as claimed in claim 14, characterized in that, The aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

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