Seat safety hook for airplane production

Abstract

The invention provides a seat safety lifting hook for aircraft production, and relates to the technical field of seat lifting hooks. The seat safety hook for aircraft production comprises a hook body, a first sleeve and a stop lever, the first sleeve is arranged on a traction chain, the hook body is arranged at the lower end of the first sleeve, the stop lever is obliquely downwards arranged at the bottom end of the hook body, and when the hook body is loaded or unloaded, the hook body vertically moves downwards or upwards relative to the first sleeve; when the lifting hook body runs at a constant speed or accelerated speed in a load state, the stop lever extends in a self-adaptive manner and limits the load. The lifting hook body is loaded to trigger the stop lever to stretch out, so that the face, facing the movement direction, of the aircraft seat is limited, when the lifting hook body accelerates or moves at a constant speed, the stop lever extends in a self-adaptive mode and keeps the seat limited all the time in the deflection process of the seat, it is guaranteed that the seat does not swing back and forth in the transportation process while the production efficiency is improved, and the safety of the aircraft seat is guaranteed. And the seat is protected from being collided and damaged.

Description

Technical Field

[0001] This invention relates to the field of seat hook technology, and more particularly to a seat safety hook for aircraft production. Background Technology

[0002] Safety hooks in aircraft seat production are specialized tools used to suspend and transport seats on an assembly line. They connect to fixed points on the seat through holes, ensuring that the seat is stable and does not fall off during movement. They are a key component in ensuring safety and efficiency in the production process.

[0003] The hooks used for suspending aircraft seats are mainly transported by a suspension conveyor. The traction component of this conveyor consists of a stamped or forged easy-release chain and a carriage, and the hooks are directly connected to the carriage on the traction chain.

[0004] However, in actual production, to avoid damage to aircraft seats caused by shaking during transport, overhead conveyors generally operate at low speeds, which affects production efficiency. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of the prior art by proposing a seat safety hook for aircraft production.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A seat safety hook for aircraft production includes a hook body, a first sleeve, and a stop bar. The first sleeve is mounted on a traction chain, the hook body is located at the lower end of the first sleeve, and the stop bar is inclined downwards and located at the bottom end of the hook body. When the hook body is loaded or unloaded, the hook body moves vertically downwards or upwards relative to the first sleeve, causing the stop bar to reciprocate downwards and tilts relative to the hook body. When the hook body is running at a constant speed or accelerating under load, the stop bar adaptively extends and limits the load.

[0008] Preferably, a second sleeve is fixedly connected to the bottom end of the hook body at an angle downwards. A second piston plate is slidably connected to the inner surface of the second sleeve. A stop rod is fixedly connected to the middle of the second piston plate. A second spring is sleeved on the outer side of the stop rod. The two ends of the second spring are fastened to the end face of the second piston plate and the inner bottom surface of the second sleeve. The hole in the middle of the end of the stop rod and the second sleeve is clearance-fitted. The space formed by the side of the second piston plate away from the stop rod and the inner wall of the second sleeve is a first space. A first hose is fixedly connected to the end of the first space. The end of the first hose away from the second sleeve is fixedly connected to the bottom end of the first sleeve. The first sleeve, the first hose, and the first space are filled with hydraulic oil. When the hook body moves vertically downwards relative to the first sleeve, the hydraulic oil in the first sleeve is delivered to the first space through the first hose.

[0009] Preferably, a first piston plate is slidably connected to the inner surface of the first sleeve, a telescopic rod is fixedly provided at the middle of the bottom end of the first piston plate, a hook body is provided at the bottom end of the telescopic rod, the telescopic rod is slidably connected to the middle of the bottom end of the first sleeve, a first spring is sleeved on the outside of the telescopic rod, the two ends of the first spring are tightly connected between the bottom end of the first piston plate and the inner bottom surface of the first sleeve, the space formed by the bottom end of the first piston plate and the inner wall of the first sleeve is a second space, the second space is filled with hydraulic oil, and an air hole is opened at the upper end of the side wall of the first sleeve.

[0010] Preferably, a limit rod is inclinedly provided on the inner side of the hook body, and when the hook body reciprocates vertically relative to the first sleeve, the limit rod is driven to reciprocate downwards.

[0011] Preferably, a third sleeve is inclinedly fixed inside the upper end of the hook body, a third piston plate is slidably connected to the inner surface of the third sleeve, a limiting rod is fixed in the middle of the third piston plate, a third spring is sleeved on the outer side of the limiting rod, the third spring is tightly connected between the end face of the third piston plate and the inner bottom surface of the third sleeve, the limiting rod and the end of the third sleeve are in clearance fit, the space formed by the side of the third piston plate away from the limiting rod and the third sleeve is a third space, the third space is filled with hydraulic oil, when the hook body is vertically raised and lowered relative to the first sleeve, the hydraulic oil in the third space is reduced or increased.

[0012] Preferably, the third space is fixedly connected to a second flexible tube at one end, and the end of the second flexible tube opposite to the third sleeve is fixedly connected to the side wall of the first flexible tube.

[0013] Preferably, a fixed pipe is fastened between the second sleeve and the first flexible hose, and a solenoid valve is fixedly installed on the fixed pipe.

[0014] Preferably, an anti-slip pad is fitted on the outer surface of the end of the stop bar facing away from the second sleeve.

[0015] Preferably, the upper end of the first sleeve is fixedly connected to the bottom end of the slide on the traction chain.

[0016] Preferably, the telescopic rod has a rectangular groove inside, and a rectangular rod is slidably connected to the inner surface of the rectangular groove. The side of the rectangular rod has a plurality of evenly distributed positioning holes perpendicularly. An L-shaped plate is fixed to the lower outer end of the telescopic rod. A bolt is threaded inside the L-shaped plate. The bolt is threaded to the positioning holes. The bottom end of the rectangular rod is fixed to the upper end of the hook body.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: the load triggering stop bar of the hook body extends downward relative to the hook body and abuts against the surface of the aircraft seat, so that the side of the aircraft seat facing the direction of movement is limited. During the acceleration and uniform movement phases of the suspended conveyor, the stop bar adaptively extends during the deflection of the seat and always keeps the side of the aircraft seat facing the direction of movement limited. This improves production efficiency while ensuring that the seat does not swing back and forth during transportation and protects the seat from impact damage. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the seat safety hook used in aircraft production according to an embodiment of the present invention;

[0019] Figure 2 This is a schematic cross-sectional view of the seat safety hook used in aircraft production according to an embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram of the unloaded state of the hook body 100 in the seat safety hook used in aircraft production according to an embodiment of the present invention;

[0021] Figure 4 This is a schematic diagram of the load state structure of the hook body 100 in the seat safety hook used in aircraft production according to an embodiment of the present invention;

[0022] Figure 5 This is a schematic diagram of the structure of the hook body 100 in a static state in the seat safety hook used in aircraft production according to an embodiment of the present invention;

[0023] Figure 6 This is a schematic diagram of the structure of the hook body 100 in the accelerated motion state of the seat safety hook used in aircraft production according to an embodiment of the present invention;

[0024] Figure 7 for Figure 2 Enlarged view of the structure at point A in the image;

[0025] Figure 8 for Figure 2 Enlarged view of the structure at point B in the image;

[0026] Figure 9 This is a schematic diagram of the internal structure of the telescopic rod in the seat safety hook used in aircraft production according to an embodiment of the present invention.

[0027] In the diagram: 100, hook body; 200, first sleeve; 201, first piston plate; 202, telescopic rod; 203, first spring; 204, air hole; 300, second sleeve; 301, second piston plate; 302, stop rod; 303, second spring; 400, third sleeve; 401, third piston plate; 402, limit rod; 403, third spring; 500, first flexible hose; 501, second flexible hose; 502, fixing pipe; 503, solenoid valve; 600, rectangular groove; 601, rectangular rod; 602, positioning hole; 603, L-shaped plate; 604, bolt. Detailed Implementation

[0028] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0029] The terms used in this invention, such as "upper," "lower," "left," "right," "middle," and "one," are merely for clarity of description and are not intended to limit the scope of the invention. Any changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the invention.

[0030] like Figures 1-9 As shown, this embodiment of the invention provides a seat safety hook for aircraft production, including a hook body 100, a first sleeve 200, and a stop bar 302. The first sleeve 200 is disposed on a traction chain, the hook body 100 is disposed at the lower end of the first sleeve 200, and the stop bar 302 is disposed obliquely downward at the bottom end of the hook body 100. When the hook body 100 is loaded or unloaded, the hook body 100 moves vertically downward or upward relative to the first sleeve 200, so that the stop bar 302 reciprocates obliquely downward relative to the hook body 100. When the hook body 100 is running at a constant speed or accelerating under load, the stop bar 302 extends adaptively and limits the load.

[0031] In this embodiment, during aircraft production, aircraft seats need to be transported by suspension. The seats are suspended from the hook body 100 through holes in the seats. At this time, the hook body 100 moves vertically downward relative to the first sleeve 200 due to the load, causing the stop bar 302 to extend downward at an angle relative to the hook body 100. The extended stop bar 302 abuts against the surface of the aircraft seat, limiting the side of the aircraft seat facing the direction of movement. The suspension conveyor then accelerates and then moves uniformly. During the acceleration phase, the center of mass of the aircraft seat tends to maintain its original speed due to inertia, while the suspension point of the hook body 100 has moved forward with the acceleration of the hook body 100. This speed difference between the center of mass and the suspension point creates a torque that causes the seat to rotate backward, resulting in the seat shifting. The deflection is opposite to the direction of motion. During the seat deflection process, the stop lever 302 simultaneously extends adaptively and abuts against the surface of the aircraft seat, always keeping the side of the aircraft seat facing the direction of motion limited. During the uniform motion phase, the speed of the center of mass and the speed of the suspension point are consistent, and the seat no longer deflects. When the suspension conveyor stops, this process is the deceleration phase. At this time, the seat deflects in the same direction as the motion, but due to the restriction of the stop lever 302, the seat cannot deflect until it returns to a stationary state. Throughout the entire conveying process, the seat first deflects slowly and is simultaneously restricted by the stop lever 302. Then, during the deceleration process of the seat returning to a stationary state, it is always restricted by the stop lever 302 and cannot deflect. This improves production efficiency while ensuring that the seat does not swing back and forth during transportation and protects the seat from impact damage.

[0032] The load trigger lever 302 extends downward relative to the hook body 100 and abuts against the surface of the aircraft seat, thus limiting the side of the aircraft seat facing the direction of movement. During the acceleration and uniform movement phases of the suspended conveyor, the lever 302 adaptively extends during the deflection of the seat and always keeps the side of the aircraft seat facing the direction of movement limited. This improves production efficiency while ensuring that the seat does not swing back and forth during transportation and protects the seat from impact damage.

[0033] like Figures 3-6As shown, optionally, a second sleeve 300 is fixedly connected to the bottom end of the hook body 100 at an inclined downward direction. A second piston plate 301 is slidably connected to the inner surface of the second sleeve 300. A stop rod 302 is fixedly connected to the middle of the second piston plate 301. A second spring 303 is sleeved on the outer side of the stop rod 302. The two ends of the second spring 303 are fastened to the end face of the second piston plate 301 and the inner bottom surface of the second sleeve 300. The hole in the middle of the end of the stop rod 302 and the second sleeve 300 is clearance-fitted. The space formed by the side away from the stop bar 302 and the inner wall of the second sleeve 300 is the first space. The end of the first space is fixedly connected to the first hose 500. The end of the first hose 500 away from the second sleeve 300 is fixedly connected to the bottom end of the first sleeve 200. The first sleeve 200, the first hose 500 and the first space are filled with hydraulic oil. When the hook body 100 moves vertically downward relative to the first sleeve 200, the hydraulic oil in the first sleeve 200 is transported to the first space through the first hose 500.

[0034] In this embodiment, the second piston plate 301 slides against the inner surface of the second sleeve 300, and the second spring 303 is connected between the second piston plate 301 and the inner bottom surface of the second sleeve 300. This ensures that the second piston plate 301 can reciprocate linearly along the axial direction against the inner surface of the second sleeve 300, thereby driving the stop rod 302 to reciprocate linearly relative to the second sleeve 300 along the axial direction. When the hook body 100 is under load, the hook body 100 moves vertically downward relative to the first sleeve 200, driving the hydraulic oil in the first sleeve 200 to be delivered to the first space through the first hose 500. Due to the increase in hydraulic oil in the first space, the second piston plate 301 is pushed to move downward at an angle and compress the second spring 303. At this time, the stop rod 302 extends outward and abuts against the seat surface. When the hook body 100 accelerates, the seat will deflect away from the direction of movement (e.g., Figure 5 as well as Figure 6 As shown (arrow direction indicates movement), the seat will move away from the lever 302. However, due to the load on the hook body 100, the hook body 100 continues to move downward relative to the first sleeve 200, driving the hydraulic oil in the first sleeve 200 to continue replenishing the first space (e.g., Figure 3 as well as Figure 4As shown (arrow direction indicates movement direction), the second piston plate 301 pushes the stop lever 302 to continue tilting downwards, causing the stop lever 302 to re-abut against the seat surface. That is, during the deflection of the seat, the stop lever 302 always adaptively extends and limits the seat surface. When the hook body 100 decelerates until it stops, the seat is always limited by the stop lever 302 and does not deflect. This improves production efficiency while ensuring that the seat does not swing back and forth during transportation, protecting the seat from bumps and damage. When the hook body 100 is unloaded, the second spring 303 restores its deformation and pushes the second piston plate 301 to reset, so that the excess hydraulic oil in the first space returns to the first sleeve 200. Here, the gap fit between the stop lever 302 and the second sleeve 300 facilitates the intake and exhaust of air in the space where the second spring 303 is located, ensuring the rationality of the structure.

[0035] like Figure 2 and Figure 4 As shown, optionally, a first piston plate 201 is slidably connected to the inner surface of the first sleeve 200. A telescopic rod 202 is fixedly provided at the middle of the bottom end of the first piston plate 201. A hook body 100 is provided at the bottom end of the telescopic rod 202. The telescopic rod 202 is slidably connected to the middle of the bottom end of the first sleeve 200. A first spring 203 is sleeved on the outside of the telescopic rod 202. The two ends of the first spring 203 are tightly connected between the bottom end of the first piston plate 201 and the inner bottom surface of the first sleeve 200. The space formed by the bottom end of the first piston plate 201 and the inner wall of the first sleeve 200 is a second space. The second space is filled with hydraulic oil. An air hole 204 is opened at the upper end of the side wall of the first sleeve 200.

[0036] In this embodiment, the first piston plate 201 slides against the inner surface of the first sleeve 200, and the first spring 203 connects the first piston plate 201 and the inner bottom surface of the first sleeve 200. This causes the first piston plate 201 to drive the hook body 100 at the bottom of the telescopic rod 202 to move vertically up and down along the axial direction. When the hook body 100 is under load, the telescopic rod 202 drives the first piston plate 201 to move vertically downward relative to the first sleeve 200. When the first piston plate 201 moves downward, it squeezes the hydraulic oil in the second space, causing the hydraulic oil to enter the first space through the first hose 500. During the process, when the hook body 100 accelerates, the stop lever 302 does not contact the deflected seat. At this time, under the pull of the seat's gravity, the second space continues to supply hydraulic oil outward, causing the stop lever 302 to continue to extend and abut against the seat. This allows the stop lever 302 to adaptively restrict contact with the seat surface. When the hook body 100 is unloaded, the first piston plate 201 moves upward and resets under the push of the first spring 203's recovery deformation. The hydraulic oil in the first space enters the second space for recovery. The structural design of the air hole 204 is to ensure that the upper space of the first piston plate 201 can receive and release air, ensuring structural rationality.

[0037] like Figure 1 As shown, optionally, a limit rod 402 is inclinedly provided on the inner side of the hook body 100. When the hook body 100 reciprocates vertically relative to the first sleeve 200, the limit rod 402 is driven to reciprocate downwards in an inclined manner.

[0038] In this embodiment, when the hook body 100 is under load, the hook body 100 moves vertically downward relative to the first sleeve 200, driving the limiting rod 402 to extend downward at an angle, so that the bottom end of the limiting rod 402 abuts against the hook part of the hook body 100. At this time, the open end of the hook body 100 is blocked, so that the seat will not slip during transportation. This structure provides further protection for the seat and prevents it from coming off the hook.

[0039] like Figures 2-8 As shown, optionally, a third sleeve 400 is inclinedly fixed inside the upper end of the hook body 100. A third piston plate 401 is slidably connected to the inner surface of the third sleeve 400. A limiting rod 402 is fixed in the middle of the third piston plate 401. A third spring 403 is sleeved on the outer side of the limiting rod 402. The third spring 403 is fastened between the end face of the third piston plate 401 and the inner bottom surface of the third sleeve 400. The limiting rod 402 and the end of the third sleeve 400 are in clearance fit. The space formed by the side of the third piston plate 401 away from the limiting rod 402 and the third sleeve 400 is a third space. The third space is filled with hydraulic oil. When the hook body 100 is vertically raised and lowered relative to the first sleeve 200, the hydraulic oil in the third space is reduced or increased.

[0040] In this embodiment, the third piston plate 401 slides against the inner surface of the third sleeve 400, and the third spring 403 is connected between the third piston plate 401 and the inner bottom surface of the third sleeve 400. This allows the third piston plate 401 to drive the limiting rod 402 to reciprocate along the axial direction. When the hook body 100 is vertically raised or lowered relative to the first sleeve 200, it drives the hydraulic oil in the third space to decrease or increase. When the hydraulic oil in the third space increases, it pushes the limiting rod 402 to tilt downward and block the opening end of the hook body 100. When the hydraulic oil in the third space decreases, the limiting rod 402 is reset under the push of the third spring 403 after its deformation is restored. At this time, the opening end of the hook body 100 is opened, and the seat can be taken out.

[0041] like Figures 2-4 As shown, optionally, a second flexible hose 501 is fixedly connected to the end of the third space, and the end of the second flexible hose 501 opposite to the third sleeve 400 is fixedly connected to the side wall of the first flexible hose 500.

[0042] In this embodiment, the hydraulic oil in the second space is compressed and enters the first hose 500, then enters the second hose 501, and finally enters the third space, which increases the amount of hydraulic oil in the third space and pushes the limit rod 402 to extend outward. When the amount of hydraulic oil in the third space decreases, the reduced hydraulic oil re-enters the second space.

[0043] like Figure 4 As shown, optionally, a fixed pipe 502 is fastened between the second sleeve 300 and the first hose 500, and a solenoid valve 503 is fixedly installed on the fixed pipe 502.

[0044] In this embodiment, the solenoid valve 503 is first controlled to close the inside of the fixed pipe 502, and then the hook body 100 is loaded. At this time, the hydraulic oil in the second space cannot enter the first space, but can only enter the third space, so that the limit rod 402 extends outward to close the opening end of the hook body 100. Then the solenoid valve 503 is opened, and the hydraulic oil in the second space enters the first space to push the stop rod 302 outward. By controlling the opening and closing of the solenoid valve 503, the seat movement area is first limited to prevent slippage, and then the seat surface is limited to prevent shaking.

[0045] like Figure 1 As shown, optionally, an anti-slip pad is fitted on the outer surface of the end of the stop bar 302 that is away from the second sleeve 300.

[0046] In this embodiment, an anti-slip pad is applied to the outer surface of the stop lever 302 to improve its anti-slip performance, thereby enhancing the stability of the stop lever 302 in contact with the seat surface and protecting the seat surface from scratches.

[0047] like Figure 1 As shown, optionally, the upper end of the first sleeve 200 is fixedly connected to the bottom end of the slide on the traction chain.

[0048] In this embodiment, the traction chain moves the carriage, which in turn moves the first sleeve 200. Since the specific structure and working principle of the overhead conveyor are existing technologies, they will not be described in detail here.

[0049] like Figure 9 As shown, optionally, the telescopic rod 202 has a rectangular groove 600 inside, and a rectangular rod 601 is slidably connected to the inner surface of the rectangular groove 600. The rectangular rod 601 has a plurality of evenly distributed positioning holes 602 vertically opened on its side. An L-shaped plate 603 is fixedly provided at the lower outer end of the telescopic rod 202. A bolt 604 is threadedly connected to the inside of the L-shaped plate 603. The bolt 604 is threadedly connected to the positioning holes 602. The bottom end of the rectangular rod 601 is fixedly connected to the upper end of the hook body 100.

[0050] In this embodiment, the rectangular rod 601 moves vertically up and down along the path of the rectangular groove 600, thereby allowing the hook body 100 to move vertically relative to the telescopic rod 202. When the hook body 100 is not carrying a seat, the rectangular rod 601 can be slid up or down to adjust the position of the hook body 100 relative to the first piston plate 201. After the position is adjusted, the bolt 604 is rotated to tighten it into the corresponding positioning hole 602. At this time, the position of the hook body 100 relative to the first piston plate 201 is fixed, thereby realizing the adjustment of the hook body. The distance between the hook body 100 and the first sleeve 200 can be adjusted to increase the distance when hoisting a shorter seat. This makes the hook body 100 closer to the ground, facilitating the placement or removal of the seat from the hook body 100, saving labor and not affecting the transfer of the hook body 100. When hoisting a taller seat, the distance between the hook body 100 and the first sleeve 200 can be adjusted to decrease the distance. This makes the hook body 100 farther from the ground, providing sufficient space for the seat to be transferred.

[0051] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A seat safety hook for aircraft production, characterized in that, The device includes a hook body (100), a first sleeve (200), and a stop bar (302). The first sleeve (200) is mounted on the traction chain. The hook body (100) is located at the lower end of the first sleeve (200). The stop bar (302) is inclined downward and located at the bottom end of the hook body (100). When the hook body (100) is loaded or unloaded, the hook body (100) moves vertically downward or upward relative to the first sleeve (200) so that the stop bar (302) reciprocates downward relative to the hook body (100). When the hook body (100) is running at a constant speed or accelerating under load, the stop bar (302) extends adaptively and limits the load.

2. The seat safety hook for aircraft production according to claim 1, characterized in that, The bottom end of the hook body (100) is fixedly connected to a second sleeve (300) at an angle downwards. A second piston plate (301) is slidably connected to the inner surface of the second sleeve (300). A stop rod (302) is fixedly connected to the middle of the second piston plate (301). A second spring (303) is sleeved on the outer side of the stop rod (302). The two ends of the second spring (303) are fastened to the end face of the second piston plate (301) and the inner bottom surface of the second sleeve (300). The hole in the middle of the end of the stop rod (302) and the second sleeve (300) is clearance-fitted. 1) The space formed by the side away from the stop bar (302) and the inner wall of the second sleeve (300) is the first space. The first space is fixedly connected to the end of the first hose (500). The end of the first hose (500) away from the second sleeve (300) is fixedly connected to the bottom end of the first sleeve (200). The first sleeve (200), the first hose (500) and the first space are filled with hydraulic oil. When the hook body (100) moves vertically downward relative to the first sleeve (200), the hydraulic oil in the first sleeve (200) is transported to the first space through the first hose (500).

3. The seat safety hook for aircraft production according to claim 1, characterized in that, A first piston plate (201) is slidably connected to the inner surface of the first sleeve (200). A telescopic rod (202) is fixedly provided at the middle of the bottom end of the first piston plate (201). A hook body (100) is provided at the bottom end of the telescopic rod (202). The telescopic rod (202) is slidably connected to the middle of the bottom end of the first sleeve (200). A first spring (203) is sleeved on the outside of the telescopic rod (202). The two ends of the first spring (203) are tightly connected between the bottom end of the first piston plate (201) and the inner bottom surface of the first sleeve (200). The space formed by the bottom end of the first piston plate (201) and the inner wall of the first sleeve (200) is a second space. The second space is filled with hydraulic oil. An air hole (204) is opened at the upper end of the side wall of the first sleeve (200).

4. The seat safety hook for aircraft production according to claim 1, characterized in that, The hook body (100) is inclinedly provided with a limit rod (402). When the hook body (100) reciprocates vertically relative to the first sleeve (200), the limit rod (402) is driven to reciprocate downwards.

5. The seat safety hook for aircraft production according to claim 1, characterized in that, The upper end of the hook body (100) is inclinedly fixed with a third sleeve (400). The inner surface of the third sleeve (400) is slidably connected with a third piston plate (401). A limiting rod (402) is fixed in the middle of the third piston plate (401). A third spring (403) is sleeved on the outside of the limiting rod (402). The third spring (403) is fastened between the end face of the third piston plate (401) and the inner bottom surface of the third sleeve (400). The limiting rod (402) and the end of the third sleeve (400) are in clearance fit. The space formed by the side of the third piston plate (401) away from the limiting rod (402) and the third sleeve (400) is a third space. The third space is filled with hydraulic oil. When the hook body (100) is vertically raised and lowered relative to the first sleeve (200), the hydraulic oil in the third space is reduced or increased.

6. The seat safety hook for aircraft production according to claim 5, characterized in that, The third space is fixedly connected to a second flexible tube (501) at one end, and the end of the second flexible tube (501) opposite to the third sleeve (400) is fixedly connected to the side wall of the first flexible tube (500).

7. The seat safety hook for aircraft production according to claim 2, characterized in that, A fixed pipe (502) is fastened between the second sleeve (300) and the first hose (500), and a solenoid valve (503) is fixedly installed on the fixed pipe (502).

8. The seat safety hook for aircraft production according to claim 2, characterized in that, The outer surface of the stop bar (302) facing away from the second sleeve (300) is fitted with an anti-slip pad.

9. The seat safety hook for aircraft production according to claim 1, characterized in that, The upper end of the first sleeve (200) is fixedly connected to the bottom end of the slide on the traction chain.

10. The seat safety hook for aircraft production according to claim 3, characterized in that, The telescopic rod (202) has a rectangular groove (600) inside. A rectangular rod (601) is slidably connected to the inner surface of the rectangular groove (600). The side of the rectangular rod (601) has a plurality of evenly distributed positioning holes (602) vertically. An L-shaped plate (603) is fixed to the lower outer end of the telescopic rod (202). A bolt (604) is threadedly connected to the inside of the L-shaped plate (603). The bolt (604) is threadedly connected to the positioning holes (602). The bottom end of the rectangular rod (601) is fixed to the upper end of the hook body (100).

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