Aircraft slide assembly, control system and control method

Abstract

The present application relates to aircraft slide assembly, control system and control method. The aircraft slide assembly comprises: an air source; a slide air bag, the slide air bag comprises a partition assembly, the partition assembly is arranged in the inside of the air bag, and the slide air bag is divided into a plurality of air bag sections, the partition assembly comprises a partition sheet, two sides of the partition sheet are two air bag sections of the slide air bag, the partition sheet has a through hole, so that the air bag sections on the two sides of the partition sheet are in gas communication with each other, wherein the through hole can have a greater deformation amount as the air pressure is greater, allowing greater gas flow.

Description

Technical Field

[0001] This invention relates to an aircraft slide assembly. It also relates to a control system and method for the inflation process of an aircraft slide. This invention belongs to the field of cabin equipment. Background Technology

[0002] In emergency situations, civil aircraft require rapid and reliable passenger evacuation. The standard approach is to provide multiple emergency exits, each equipped with an inflatable emergency evacuation slide. The slide consists of an airbag, an inflation system, and a sealing assembly. The slide airbag is typically placed uninflated within the sealing assembly, occupying minimal space within the aircraft. The inflation system, including an air source and high-pressure hoses, is usually placed within the sealing assembly or independently; in both cases, the air source is connected to the slide airbag via high-pressure hoses. Once the emergency exit is opened, the emergency evacuation slide is inflated with high-pressure gas by the inflation system, forming a fully inflated airbag. This airbag serves as an evacuation route, ensuring passengers can evacuate the aircraft very quickly after the exit opens.

[0003] However, in reality, airbags are flexible fabrics that rapidly expand from a compressed state under air pressure. This process doesn't involve a precise movement trajectory like metal moving mechanisms and is also susceptible to environmental factors, causing the actual inflation process to deviate from the ideal state. An imperfect inflation process will affect the slide's deployment performance, and in severe cases, may lead to the slide failing to deploy successfully.

[0004] Therefore, controlling the inflation process is crucial. To ensure that the slide airbags unfold along the ideal trajectory, a specific pressure-time inflation curve exists for the high-pressure air source supplying the slide airbags.

[0005] The traditional slide deployment process is not actually a one-time unfolding. Before unfolding, the slide is in a packed state after multiple folds, with a force-restraining mechanism at some of the folded positions. When unfolding, the slide's airbags accumulate enough air pressure to break free from the force-restraining mechanism, ensuring that the slide's airbags have sufficient rigidity to resist environmental influences even in the intermediate state of full unfolding.

[0006] The slide deployment process is described below. First, the slide, in its folded state, falls from the door area. Gravity typically activates the air supply, and the inflation system begins inflating the slide's airbag. The first section of the airbag, closest to the aircraft, inflates first to ensure stable contact between the airbag and the aircraft fuselage. At this point, due to the folding resistance created by the force restraint mechanism, the second section, constrained by the bending of the airbag, has very low air pressure. As the inflation system continues to inflate the slide's airbag, more and more gas enters the second section, gradually increasing the force on the force restraint mechanism between the first and second sections. When the increased air pressure allows the slide to accumulate enough force to exceed a threshold, the force restraint mechanism breaks.

[0007] Before the restraint mechanism breaks, although some gas enters the second section of the airbag, gas flow is restricted in many areas due to folding and incomplete deployment. At the moment the restraint mechanism breaks, the airbag space is completely released, allowing gas to circulate rapidly throughout the entire airbag space, causing a sudden drop in air pressure inside the airbag. Subsequently, with the continuous operation of the inflation system, the pressure inside the airbag begins to rise again until the entire deployment process is complete.

[0008] However, this method is prone to sudden pressure drops and insufficient anti-interference capabilities when the airbags deploy after breaking free from the restraint mechanism. The gas is instantly distributed evenly across all airbag spaces, especially at the top of the slide, where the pressure drops rapidly, and the airbag stiffness weakens quickly. This leads to poorer support stability between the slide top and the aircraft fuselage, and a rapid decrease in the ability to resist external environmental factors. Therefore, during this period, the air pressure inside the slide airbags deviates significantly from the ideal pressure-time inflation curve.

[0009] The prior art US11572181B2 proposes an inflation control based on stretching data. Its inflatable slide system monitors the elastic stretching of the inflatable material during the inflation process at a specific temperature. Based on the real-time stretching data detected by the stretching sensor, the inflation process of the slide is determined, and then the inflation process is controlled by the valve module.

[0010] However, the stretching data detected by this patent is indirect data, not the actual air pressure parameters formed by gas flow inside the slide. This indirect data suffers from performance lag; that is, the air bladder is deflated before the slide is fully inflated, and the stretching effect is only achieved after it is fully inflated. The intermediate inflation process cannot be controlled. Furthermore, the existing technology uses a method of adjusting inflation after detection, which is relatively passive. It also suffers from the problem of a rapid decrease in air bladder pressure during the instantaneous distribution of gas as the slide transitions from a folded to an unfolded state.

[0011] Therefore, there is an urgent need to develop an aircraft slide that is simple in structure, easy to control, and requires little space. Summary of the Invention

[0012] To address the aforementioned problems in the prior art, the inventors provide an aircraft slide assembly, a control system, and a control method to support the deployment of the slide airbag.

[0013] In a first example of an aircraft slide assembly, the aircraft slide assembly includes: an air source; a slide airbag, the slide airbag including a partition assembly disposed inside the airbag, dividing the slide airbag into multiple airbag segments, the partition assembly including a partition plate, the two sides of the partition plate being two airbag segments of the slide airbag, the partition plate having through holes to allow the airbag segments on both sides of the partition plate to communicate with each other gaseously, wherein the through holes are capable of greater deformation with greater air pressure, allowing a greater gas flow rate to pass through.

[0014] As described above, the partition assembly includes a perforated plate that expands as air pressure increases, allowing for a greater gas flow. This easily maintains the air intake curve of the slide airbag in accordance with the ideal air intake curve.

[0015] In a second example of the aircraft slide assembly, the first example may be optionally included, and the aircraft slide assembly further includes: a partition comprising a plurality of slits extending outward from the periphery of the through hole in all directions.

[0016] As described above, the discontinuous slits facilitate the deformation of the through-hole. Furthermore, the slide airbag 2 needs to be compressed and folded when not inflated. Since the solid partition is a rigid material sheet, it is difficult to fold. The discontinuous slits allow the partition to be staggered around the through-hole during folding, making it easier to fold.

[0017] In a third example of the aircraft slide assembly, one or more of the above examples may be optionally included. The aircraft slide assembly further includes: a partition assembly comprising a plurality of bent patches, a first end of which is fixed to a partition and a second end of which is fixed to the inner wall of the slide airbag. The bent patches have a predetermined bending strength to prevent deformation of the partition when it is subjected to air pressure.

[0018] As described above, the bending patch provides a base for adhesive bonding and sewing for the fixed connection between the partition and the slide airbag. In addition, the bending patch provides a certain rigidity, which can maintain the deformation of the partition to a certain extent.

[0019] In the fourth example of the aircraft slide assembly, one or more of the above examples may be optionally included. The aircraft slide assembly further includes: a partition assembly comprising a plurality of reinforcing patches, wherein a corresponding number of reinforcing patches are fixed to preset positions of the partition based on the required bending resistance of the partition.

[0020] As described above, the bending resistance of the spacer is adjusted by stacking reinforcing patches. The reinforcing patches can be arranged according to the different degrees of bending resistance required at different locations on the spacer. For example, many patches can be placed near the root of the spacer, making it less prone to bending at the root, while fewer patches can be placed near the through-holes of the spacer, allowing for easier bending around the through-holes.

[0021] This application also relates to a control system for controlling an aircraft slide assembly, optionally including one or more of the examples above. The control system further includes: a throttle valve disposed between the air source and the slide airbag, the throttle valve being able to adjust the size of its opening to increase or decrease the gas flow rate supplied from the air source to the slide airbag; multiple pressure sensors disposed in corresponding airbag sections; and a controller electrically connected to the throttle valve and the pressure sensors.

[0022] As described above, the controller receives a signal from the pressure sensor and sends a command to adjust the opening degree of the throttle valve.

[0023] This application also relates to a control method for controlling one or more of the control systems described in the above examples, optionally including one or more of the above examples.

[0024] In a first example of the control method, the method includes: when an air source inflates the slide airbag, the air pressure sensor of the slide airbag feeds back an air pressure signal to the controller, and the controller sends a command to adjust the opening degree of the throttle valve. Based on the air pressure signal of the air pressure sensor in the first airbag section of the slide airbag and the inflation time of the slide airbag, it is determined whether the relationship between the air pressure and time in the first airbag section of the slide airbag exceeds the threshold range of the first airbag section air intake curve in the ideal air intake curve for the slide airbag, and the valve opening of the throttle valve is adjusted so that the air pressure in the first airbag section meets the threshold range of the first airbag section air intake curve. Specifically, when the air pressure in the first airbag section exceeds the lower limit of the threshold of the first airbag section air intake curve, the valve opening of the throttle valve is adjusted to increase, and when the air pressure in the first airbag section exceeds the upper limit of the threshold of the first airbag section air intake curve, the valve opening of the throttle valve is adjusted to decrease.

[0025] As described above, the air intake of the slide airbag can more easily follow the ideal air intake curve of the slide airbag. By adjusting the throttle valve, the air pressure of the first airbag section can be made to meet the threshold range of the first airbag section air intake curve S1 of the ideal air intake curve.

[0026] In a second example of the control method, the first example may be optionally included. The control method further includes: based on the air pressure signal from the air pressure sensor in the second airbag section of the slide airbag and the inflation time of the slide airbag, determining whether the relationship between air pressure and time in the second airbag section of the slide airbag exceeds the threshold range of the second airbag section's intake curve in the ideal intake curve, and adjusting the valve opening of the throttle valve to prioritize controlling the air pressure of the second airbag section compared to controlling the air pressure of the first airbag section, so that the air pressure of the second airbag section meets the threshold range of the second airbag section's intake curve. Specifically, when the air pressure of the second airbag section exceeds the lower threshold of the second airbag section's intake curve, the valve opening of the throttle valve is increased; when the air pressure of the second airbag section exceeds the upper threshold of the second airbag section's intake curve, the valve opening of the throttle valve is decreased.

[0027] Based on the configuration described above, by controlling the throttle valve by prioritizing the second airbag section over the first airbag section, and adjusting the valve opening of the throttle valve, the air intake of the slide airbag can more easily follow the ideal air intake curve of the slide airbag.

[0028] In a third example of the control method, one or more of the above examples may be optionally included. The control method further includes: based on the air pressure signal from the air pressure sensor in the third airbag section of the slide airbag and the inflation time of the slide airbag, determining whether the relationship between air pressure and time in the third airbag section of the slide airbag exceeds the threshold range of the third airbag section's intake curve in the ideal intake curve, and adjusting the valve opening of the throttle valve to prioritize controlling the air pressure of the third airbag section compared to controlling the air pressure of the second airbag section, so that the air pressure of the third airbag section meets the threshold range of the third airbag section's intake curve. Specifically, when the air pressure of the third airbag section exceeds the lower threshold of the third airbag section's intake curve, the valve opening of the throttle valve is increased; when the air pressure of the third airbag section exceeds the upper threshold of the third airbag section's intake curve, the valve opening of the throttle valve is decreased.

[0029] As described above, when the slide airbag has three airbag sections, by controlling the throttle valve to make the priority of the second airbag section greater than that of the first airbag section and the priority of the third airbag section greater than that of the second airbag section, and adjusting the valve opening of the throttle valve, the air intake of the slide airbag can more easily follow the ideal air intake curve of the slide airbag.

[0030] In the fourth example of the control method, one or more of the above examples may be included. The control method further includes: the threshold range includes 70%-130%, 80%-120%, 90%-110%, 95%-105%, and 99%-101% of the air pressure value of the corresponding intake curve of the ideal intake curve.

[0031] Based on the above configuration, the system offers wide-range adaptability to highly disruptive operating conditions, such as extreme temperature environments and unstable air source pressure scenarios, preventing frequent triggering of abnormal alarms by the control logic and improving system operational stability. A narrow-range adaptability to high-precision control scenarios allows for a high degree of alignment between the intake air pressure and the ideal curve, ensuring accurate airbag inflation and making it suitable for applications with extremely high requirements for inflation consistency. A medium-range balances control accuracy and hardware fault tolerance, offsetting common hardware deviations such as air pressure sensor errors and air pump output fluctuations, reducing hardware selection costs.

[0032] This invention designs a segmented airbag structure with at least two levels and corresponding partition components. Multiple pressure sensors and partition components are installed within the airbags to detect air pressure at key locations for more precise control, ensuring controlled inflation at different points during the slide's dynamic deployment. Simultaneously, the through-holes in the partitions are designed to allow for greater deformation with increasing air pressure. When the air pressure in one airbag segment is insufficient, the through-holes leading to the next airbag segment are restricted, thus preventing a rapid decrease in slide rigidity and insufficient resistance to external environmental influences caused by a sharp drop in air pressure during deployment. Attached Figure Description

[0033] To describe embodiments of the above and other features of the present invention, a more detailed description of the invention will be presented with reference to exemplary embodiments of the invention shown in the accompanying drawings. It is to be understood that these drawings depict only exemplary embodiments of the invention and should not be considered as limiting its scope; the invention will be described and explained using the drawings and with the aid of additional features and details. The following is a description of the drawings.

[0034] Figure 1 This is a schematic diagram of an aircraft slide assembly according to an embodiment of the present invention.

[0035] Figure 2 This is a schematic diagram of the partition assembly of the slide airbag of an aircraft slide assembly according to an embodiment of the present invention.

[0036] Figure 3 yes Figure 2 A schematic diagram showing the deformation of the partition components when the air source supplies air to the slide airbag.

[0037] Figure 4 This is a schematic diagram of a control system for an aircraft slide assembly according to an embodiment of the present invention.

[0038] Figures 5 to 7 This is a schematic diagram of the deployment process of the slide airbag of an aircraft slide assembly according to an embodiment of the present invention.

[0039] Figure 8This is a pressure-time curve diagram of the ideal air intake curve for a slide airbag according to an embodiment of the present invention.

[0040] Figure 9 This is a pressure-time curve of the air intake curve for the first airbag section in the example.

[0041] Figure 10 This is a pressure-time curve of the first airbag section intake curve and the second airbag section intake curve in the example.

[0042] The accompanying drawings are drawn roughly to scale; however, the dimensions in the drawings are merely schematic and do not need to be drawn strictly to scale, but are intended to make the illustration clearer. In other embodiments, other relative dimensions may be used.

[0043] Throughout this and all subsequent content, the same features appearing in different figures are indicated by the same or similar reference numerals.

[0044] List of reference numerals in the attached diagram: 1. Gas source 2. Slide airbags 2a First airbag section 2b Second airbag section 2c Third airbag section 200-layer component 210 spacer 211 Through Hole 212 Crack 220 Bending Patch 230 Reinforced Patch 3. Throttling valve 4. Barometric Pressure Sensor 5 Controllers 6 batteries S0 gas source inflation curve S1 First Airbag Section Intake Curve Upper threshold of the intake curve for the first airbag section of S1a Lower threshold of the intake curve for the first airbag section of S1b S2 Second Airbag Section Intake Curve Upper threshold of the intake curve for the second airbag section of S2a Lower threshold of the intake curve for the second airbag section of S2b S3 Third Airbag Section Intake Curve Detailed Implementation

[0045] The term “fixed” as used in this article is intended to describe a component that is connected to another component and is able to maintain its relative position to the other, so that forces, torques, etc., can be transmitted from one component to the other.

[0046] The terms “comprising,” “having,” and their variations, as used herein, are intended as open-ended transitional phrases, terms, or words that require the presence of a specified component / step, but also allow for the presence of other components / steps.

[0047] In this invention, unless explicitly stated otherwise, the terms “first,” “second,” etc., are not intended to indicate any difference in order, position, quantity, or importance, but are merely used as labels to distinguish different positions or components, to differentiate one element, component, region, and / or location from another element, component, region, and / or location.

[0048] First, refer to Figures 1 to 5 The present invention will be illustratively described in connection with the aircraft slide assembly and control system.

[0049] Figure 1 This is a schematic diagram of an aircraft slide assembly and control system according to an embodiment of the present invention. The aircraft slide assembly of the present invention generally includes an air source 1 and a slide airbag 2.

[0050] Gas source 1, such as gas cylinder or gas tank, stores high-pressure gas and is connected to slide airbag 2 through a high-pressure hose, which is usually made of rubber.

[0051] The slide airbag 2 may include a partition assembly 200, which is disposed inside the airbag 100 and divides the slide airbag 2 into multiple airbag sections.

[0052] Figure 1 The diagram shows two partition components 200 that divide the slide airbag 2 into three airbag sections. It is understood that the number of sections is not limited to this; the number of airbags can be reduced or increased as needed, for example, by dividing it into two, four, or more sections.

[0053] The partition assembly 200 may include a partition 210 that separates the slide airbag 2 into two airbag sections located on both sides of the partition 210. Figure 1 The partition assembly 200 is shown disposed between the first airbag section 2a and the second airbag section 2b (in order of air intake) and between the second airbag section 2b and the third airbag section 2c.

[0054] The diaphragm 210 has a through-hole 211 to allow gas communication between the air bladder sections on both sides of the diaphragm 210. The through-hole 211 is designed to have a greater deformation as the gas pressure increases, in order to allow a greater gas flow rate to pass through.

[0055] In one embodiment of the present invention, such as Figure 1As shown, the spacer 210 may include a plurality of slits 212, which extend outward from the periphery of the through hole 211. The slits 212 located at the periphery of the through hole 211 facilitate the deformation of the through hole 211.

[0056] In addition, the slide airbag 2 needs to be compressed and folded when it is not inflated. The rigid plate of the whole partition 210 is difficult to fold. These broken slits 212 allow them to be staggered, making the slide airbag 2 easier to compress and fold.

[0057] Figure 2 This is a schematic diagram of the partition assembly 200 of the slide airbag 2 of an aircraft slide assembly according to an embodiment of the present invention.

[0058] The partition assembly 200 may include a plurality of bent patches 220, the first end of which is fixed to the partition 210 and the second end of which is fixed to the inner wall of the slide airbag 2, providing a base such as adhesive or sewing for the partition 210 to be attached to the inner wall of the slide airbag 2, so as to fix the partition 210 to the inner wall of the slide airbag 2.

[0059] It is understandable that the method of fixing the partition is not limited to this. The periphery of the partition can also be directly connected to the inner wall of the slide airbag 2 by means such as adhesive or sewing.

[0060] Figure 3 yes Figure 2 A schematic diagram of the deformation of the partition component 200 when the air source 1 supplies air to the slide airbag 2.

[0061] The bending patch 220 can have a predetermined bending strength so that when the spacer 210 is subjected to air pressure, it will bend more under the action of air pressure as air intake increases, thereby increasing the opening and allowing more gas to enter the next bladder area. By using the predetermined bending strength of the bending patch 220, the deformation of the spacer 210 is maintained at the required level, so that the air pressure in the slide airbag 2 conforms to the ideal pressure-time inflation curve.

[0062] Furthermore, in order to maintain the deformation of the partition 210 at the required level, it is desirable that the partition 210 undergoes smaller deformation near the inner wall of the slide airbag 2, while the partition 210 undergoes larger deformation near the through hole 211.

[0063] To this end, the partition assembly 200 may include multiple reinforcing patches 230. Based on the required bending resistance of the partition 210, a corresponding number of reinforcing patches 230 are fixed to preset positions on the partition 210, such as positions near the inner wall of the slide airbag 2. This increases the bending resistance near the inner wall of the slide airbag 2, resulting in less deformation when the air source 1 supplies air to the slide airbag 2. Multiple layers of reinforcing patches 230 (not shown) can be stacked to adjust the bending resistance of the partition 210 at that position.

[0064] Figure 4 This is a schematic diagram of a control system for an aircraft slide assembly according to an embodiment of the present invention.

[0065] Figure 1 and Figure 4 The present invention also relates to a control system for controlling the inflation of an aircraft slide assembly. The control system generally includes a throttle valve 3, a pressure sensor 4, and a controller 5.

[0066] Throttling valve 3 is located between air source 1 and slide airbag 2. It can be located in the high-pressure hose (shown in the figure), at the end of air source 1 (not shown), or at the end of slide airbag 2 (not shown). Throttling valve 3 is normally open, and the size of the valve opening can be adjusted, i.e., the degree of opening.

[0067] When there is no need to increase or decrease the gas supply pressure, the valve opening of the throttle valve 3 ensures the preset normal gas flow rate supplied by the gas source 1 to the slide airbag 2. When it is necessary to increase the gas supply pressure, the valve opening of the throttle valve 3 is adjusted to increase, thereby increasing the gas flow rate supplied by the gas source 1 to the slide airbag 2. When it is necessary to decrease the gas supply pressure, the valve opening of the throttle valve 3 is adjusted to decrease, thereby reducing the gas flow rate supplied by the gas source 1 to the slide airbag 2.

[0068] Multiple air pressure sensors 4 can be set in the corresponding airbag sections of the slide airbag 2 to check the air pressure in the corresponding airbag sections and transmit the air pressure information to the controller 5.

[0069] The controller 5 can be electrically communicated with the throttle valve 3 and the pressure sensor 4. The controller 5 receives signals from the pressure sensor 4 and sends commands to adjust the opening degree of the throttle valve 3.

[0070] In one embodiment of the invention, the controller 5 can be powered by the battery 6. Furthermore, the power required for the operation of the throttle valve 3 and the pressure sensor 4 can be supplied by an external power source, an internally integrated battery, or the same battery 6 as the controller 5.

[0071] An embodiment of the present invention will be described in detail below, wherein the slide airbag 2 has three airbag sections.

[0072] Figure 5 , Figure 6 , Figure 7 This is a schematic diagram of the deployment process of the slide airbag 2 of the aircraft slide assembly in this embodiment. The slide airbag is finally deployed as follows: Figure 1 During the slide's deployment, the positions and inflation states of the first airbag section 2a, the second airbag section 2b, and the third airbag section 2c are different.

[0073] like Figure 5 As shown, after the air source 1 supplies air to the slide airbag 2, the first airbag section 2a is inflated and deployed first. The first airbag section 2a is always at the top, playing a supporting role, and driving the second airbag section to move towards the desired deployment position.

[0074] like Figure 6 As shown, during the inflation and deployment of the first airbag section 2a, the second airbag section also gradually inflates (from thin to thick), and drives the third airbag section 2c to shift toward the desired deployment position.

[0075] like Figure 7 As shown, the continuous inflation of air source 1 causes the third airbag section 2c to eventually fully deploy.

[0076] Figure 8 This is a pressure-time curve diagram of the ideal air intake curve for the slide airbag 2 in this embodiment. The slide airbag 2 is inflated by an air source 1, such as a high-pressure gas cylinder or an air tank. The air source inflation curve S0 shows that the gas in the air source 1 is initially inflated at high pressure, and then the pressure decreases as the gas in the air source 1 is released.

[0077] like Figure 8 As shown, the air inlet curves S1, S2, and S3 of the first airbag section respectively demonstrate that the air pressure in the first airbag section 2a, the second airbag section 2b, and the third airbag section 2c gradually increases as inflation proceeds, until the slide airbag 2 is fully inflated and completes its deployment.

[0078] Figure 9 This is a pressure-time curve of the first airbag section intake profile in the example, where the dashed line indicates the pressure-time curve based on the airbag section intake profile. Figure 8 The upper threshold S1a and lower threshold S1b of the first airbag section intake curve S1 in the ideal intake curve.

[0079] The threshold range of the upper threshold S1a and the lower threshold S1b is preferably 90%-110% of the air pressure value of the first airbag section of the ideal air pressure-time intake curve S1. It is understood that the value range is not limited to this, and can also be other values ​​with larger or smaller deviations based on actual needs, such as preferably 80%-120% or more preferably 70%-130%, and preferably 95%-105% or more preferably 99%-101%.

[0080] It is widely adaptable to high-interference operating conditions, such as extreme temperature environments, strong wind environments, and unstable air source pressure scenarios, which can avoid the control logic from frequently triggering abnormal alarms and improve the stability of system operation.

[0081] It is suitable for high-precision control scenarios with a narrow range of applications, and can achieve a high degree of fit between the intake air pressure and the ideal curve, ensuring the inflation accuracy of the airbag. It is suitable for application scenarios with extremely high requirements for inflation consistency.

[0082] The medium-range balanced control accuracy and hardware fault tolerance can offset common hardware deviations such as air pressure sensor errors and air pump output fluctuations, reducing hardware selection costs.

[0083] When the air source 1 inflates the slide airbag 2, the air pressure sensor 4 of the slide airbag 2 feeds back the air pressure signal to the controller 5, and the controller 5 sends a command to adjust the opening degree of the valve opening of the throttle valve 3.

[0084] Based on the air pressure signal from the air pressure sensor 4 in the first airbag section 2a of the slide airbag 2 and the inflation time of the slide airbag 2, it is determined whether the relationship between air pressure and time in the first airbag section 2a of the slide airbag 2 exceeds the threshold range of the first airbag section air intake curve S1 in the ideal air intake curve used for the slide airbag 2.

[0085] like Figure 9 As shown, when the air pressure of the first airbag section 2a exceeds the lower threshold of the first airbag section intake curve S1 at a certain time, the air pressure sensor 4 in the first airbag section 2a will feed back the air pressure signal to the controller 5. The controller 5 adjusts the valve opening of the throttle valve 3 to increase the air supply flow, thus increasing the air pressure of the first airbag section 2a, so that the actual air pressure of the first airbag section can meet the threshold range of the ideal intake curve S1 of the first airbag section.

[0086] Similarly, when the air pressure of the first airbag section 2a exceeds the upper limit of the threshold of the first airbag section air intake curve S1, the controller 5 adjusts the valve opening of the throttle valve 3 to make it smaller, so that the air supply rate is reduced. Therefore, the air pressure of the first airbag section 2a is reduced, so that the air pressure of the first airbag section can meet the threshold range of the first airbag section air intake curve S1.

[0087] Figure 10 This is a pressure-time graph of the first airbag section intake curve and the second airbag section intake curve, where the dashed lines indicate the pressure-time curves based on the example. Figure 8 The upper threshold S2a and lower threshold S2b of the second airbag section intake curve S2 in the ideal intake curve.

[0088] Similarly, the threshold ranges of the upper threshold S2a and the lower threshold S2b are preferably 90%-110% of the pressure values ​​of the intake curve corresponding to the ideal pressure-time intake curve, i.e., the intake curve S2 of the second airbag section. It can be understood that the numerical range is not limited to this.

[0089] Based on the air pressure signal from the air pressure sensor 4 in the second airbag section 2b of the slide airbag 2 and the inflation time of the slide airbag 2, it is determined whether the relationship between air pressure and time in the second airbag section 2b of the slide airbag 2 exceeds the threshold range of the second airbag section air intake curve S2 in the ideal air intake curve used for the slide airbag 2.

[0090] During this process, the air supply flow increases due to the increased valve opening of the throttle valve 3, causing a short-term increase in the air pressure of the first airbag section 2a. In special cases, this short-term air pressure may exceed the upper limit S1a of the air pressure threshold of the first airbag section intake curve S1 in the ideal intake curve. When the air pressure signals from different air pressure sensors 4 conflict, the control priority of the second airbag section 2b is higher than that of the first airbag section 2a; that is, the air pressure of the second airbag section 2b is controlled first, rather than the air pressure of the first airbag section 2a.

[0091] like Figure 10 As shown, when the air pressure of the second airbag section 2b exceeds the lower threshold of the air intake curve S2 of the second airbag section at a certain time, the air pressure sensor 4 in the second airbag section 2b will feed back the air pressure signal to the controller 5. The controller 5 adjusts the valve opening of the throttle valve 3 to increase the air supply flow, thus increasing the air pressure of the first airbag section 2a.

[0092] At the same time, the through hole 211 of the partition assembly 200 between the first airbag section 2a and the second airbag section 2b becomes larger, making it easier for gas to enter the second airbag section 2b.

[0093] Therefore, the air pressure in the second airbag section 2b increases, so that the air pressure in the second airbag section can meet the threshold range of the second airbag section intake curve S2 of the ideal intake curve.

[0094] Similarly, when the air pressure in the second airbag section 2b exceeds the upper limit of the threshold of the second airbag section air intake curve S2, the controller 5 adjusts the valve opening of the throttle valve 3 to make it smaller, thereby reducing the air supply rate and thus reducing the air pressure in the first airbag section 2a.

[0095] At the same time, the through hole 211 of the partition assembly 200 between the first airbag section 2a and the second airbag section 2b becomes smaller, making it more difficult for gas to enter the second airbag section 2b.

[0096] Therefore, the air pressure in the second airbag section 2b is reduced, so that the air pressure in the second airbag section can meet the threshold range of the second airbag section air intake curve S2.

[0097] When the slide airbag 2 has more airbags, the control logic of the control method is similar to that described above.

[0098] Based on the air pressure signal from the air pressure sensor 4 in the third airbag section 2c of the slide airbag 2 and the inflation time of the slide airbag 2, it is determined whether the relationship between air pressure and time in the third airbag section 2c of the slide airbag 2 exceeds the threshold range of the third airbag section air intake curve S3 in the ideal air intake curve used for the slide airbag 2.

[0099] Compared to controlling the air pressure of the second airbag section 2b, priority is given to controlling the air pressure of the third airbag section 2c. Compared to controlling the air pressure of the first airbag section 2a, priority is given to controlling the air pressure of the second airbag section 2b.

[0100] When the air pressure in the third airbag section 2c exceeds the lower threshold of the air intake curve S3 at a certain time, the air pressure sensor 4 in the third airbag section 2c will send a pressure signal back to the controller 5. The controller 5 will adjust the valve opening of the throttle valve 3 to increase the air supply flow, thus increasing the air pressure in the first airbag section 2a.

[0101] Simultaneously, the through-hole 211 of the partition assembly 200 between the first airbag section 2a and the second airbag section 2b becomes larger, making it easier for gas to enter the second airbag section 2b. At the same time, the through-hole 211 of the partition assembly 200 between the second airbag section 2b and the third airbag section 2c becomes larger, making it easier for gas to enter the third airbag section 2c.

[0102] Therefore, the air pressure in the third airbag section 2c increases, so that the air pressure in the third airbag section 2c can meet the threshold range of the ideal air intake curve S3 for the third airbag section.

[0103] Similarly, when the air pressure in the third airbag section 2c exceeds the upper limit of the threshold of the third airbag section air intake curve S3, the controller 5 adjusts the valve opening of the throttle valve 3 to make it smaller, thereby reducing the air supply rate and thus reducing the air pressure in the first airbag section 2a.

[0104] Simultaneously, the through-hole 211 of the partition assembly 200 between the first airbag section 2a and the second airbag section 2b becomes smaller, making it more difficult for gas to enter the second airbag section 2b. At the same time, the through-hole 211 of the partition assembly 200 between the second airbag section 2b and the third airbag section 2c becomes smaller, making it even more difficult for gas to enter the third airbag section 2c.

[0105] Therefore, the air pressure in the third airbag section 2c is reduced, so that the air pressure in the third airbag section can meet the threshold range of the third airbag section air intake curve S3.

[0106] In order to make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention have been clearly and completely described above in conjunction with the specific embodiments and accompanying drawings.

[0107] Although various embodiments have been described above, it should be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of them, and are presented by way of example rather than limitation. It will be apparent to those skilled in the art that the disclosed subject matter may be implemented in other specific forms without departing from its spirit and essential characteristics.

Claims

1. An aircraft slide assembly, characterized in that, The aircraft slide assembly includes: Gas source (1); The slide airbag (2) includes a partition assembly (200) disposed inside the airbag (2) to divide the slide airbag (2) into multiple airbag segments. The partition assembly (200) includes a partition plate (210), with two airbag segments of the slide airbag (2) on either side of the partition plate (210). The partition plate (210) has through holes (211) to allow the airbag segments on both sides of the partition plate (210) to be in gas communication with each other. The through hole (211) can have a greater deformation as the gas pressure increases, allowing a greater gas flow rate to pass through.

2. The aircraft slide assembly according to claim 1, characterized in that, The partition (210) includes a plurality of slits (212) that extend outward from the periphery of the through hole (211).

3. The aircraft slide assembly according to claim 1, characterized in that, The partition assembly (200) includes a plurality of bent patches (220), a first end of which is fixed to the partition (210) and a second end of which is fixed to the inner wall of the slide airbag (2). The bent patches (220) have a predetermined bending strength to prevent the partition (210) from deforming when the partition (210) is subjected to air pressure.

4. The aircraft slide assembly according to claim 2, characterized in that, The partition assembly (200) includes a plurality of reinforcing patches (230), and a corresponding number of the reinforcing patches (230) are fixed to a preset position of the partition (210) based on the required bending resistance of the partition (210).

5. A control system for controlling the inflation of an aircraft slide assembly according to any one of claims 1 to 4, characterized in that, The control system includes: Throttling valve (3) is provided between the air source (1) and the slide airbag (2). The throttle valve (3) can adjust the size of the valve opening, thereby increasing or decreasing the gas flow rate supplied by the air source (1) to the slide airbag (2). Multiple pressure sensors (4) are provided in the corresponding airbag sections; The controller (5) is electrically connected to the throttle valve (3) and the pressure sensor (4).

6. A control method for an aircraft slide assembly, used in the control system according to claim 5, characterized in that, The control method includes: When the air source (1) inflates the slide airbag (2), the air pressure sensor (4) of the slide airbag (2) sends a pressure signal back to the controller (5), and the controller (5) sends a command to adjust the opening degree of the valve opening of the throttle valve (3). Based on the air pressure signal from the air pressure sensor (4) in the first airbag section (2a) of the slide airbag (2) and the inflation time of the slide airbag (2), it is determined whether the air pressure-time relationship of the first airbag section (2a) of the slide airbag (2) exceeds the threshold range of the first airbag section air intake curve (S1) in the ideal air intake curve for the slide airbag (2), and Adjust the valve opening of the throttle valve (3) so that the air pressure in the first airbag section (2a) meets the threshold range of the air intake curve (S1) of the first airbag section, wherein, - When the air pressure in the first airbag section (2a) exceeds the lower threshold of the air intake curve (S1) of the first airbag section, the valve opening of the throttle valve (3) is adjusted to increase. - When the air pressure of the first airbag section (2a) exceeds the upper limit of the threshold of the air intake curve (S1) of the first airbag section, the valve opening of the throttle valve (3) is adjusted to become smaller.

7. The control method according to claim 6, characterized in that, Based on the air pressure signal from the air pressure sensor (4) in the second airbag section (2b) of the slide airbag (2) and the inflation time of the slide airbag (2), it is determined whether the air pressure-time relationship of the second airbag section (2b) of the slide airbag (2) exceeds the threshold range of the second airbag section air intake curve (S2) in the ideal air intake curve, and Adjusting the valve opening of the throttle valve (3) prioritizes controlling the air pressure of the second airbag section (2b) over controlling the air pressure of the first airbag section (2a), so that the air pressure of the second airbag section (2b) conforms to the threshold range of the air intake curve (S2) of the second airbag section, wherein, - When the air pressure in the second airbag section (2b) exceeds the lower threshold of the air intake curve (S2) of the second airbag section, the valve opening of the throttle valve (3) is adjusted to increase. - When the air pressure of the second airbag section (2b) exceeds the upper limit of the threshold of the second airbag section air intake curve (S2), the valve opening of the throttle valve (3) is adjusted to become smaller.

8. The control method according to claim 7, characterized in that, Based on the air pressure signal from the air pressure sensor (4) in the third airbag section (2c) of the slide airbag (2) and the inflation time of the slide airbag (2), it is determined whether the air pressure-time relationship of the third airbag section (2c) of the slide airbag (2) exceeds the threshold range of the third airbag section air intake curve (S3) in the ideal air intake curve, and Adjusting the valve opening of the throttle valve (3), prioritizing the control of the air pressure in the third airbag section (2c) over the control of the air pressure in the second airbag section (2b), so that the air pressure in the third airbag section (2c) conforms to the threshold range of the air intake curve (S3) of the third airbag section, wherein, - When the air pressure in the third airbag section (2c) exceeds the lower threshold of the air intake curve (S3) of the third airbag section, the valve opening of the throttle valve (3) is adjusted to increase. - When the air pressure of the third airbag section (2c) exceeds the upper limit of the threshold of the air intake curve (S3) of the third airbag section, the valve opening of the throttle valve (3) is adjusted to become smaller.

9. The control method according to any one of claims 6 to 8, characterized in that, The threshold range includes 70%-130%, 80%-120%, 90%-110%, 95%-105%, and 99%-101% of the air pressure value of the corresponding intake curve of the ideal intake curve.

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