Damping adjustment device for aircraft door

Abstract

The utility model discloses a damping adjusting device of an aircraft door, and belongs to the technical field of aircrafts, the damping adjusting device of the aircraft door comprises a mounting seat, a valve body and an adjusting mechanism, the mounting seat is used for mounting and fixing equipment, the valve body is fixedly connected with the upper surface of the mounting seat, and the side surface of the mounting seat fixedly communicates with an oil inlet; the oil inlet is used for inputting pressure oil, the adjusting mechanism is located in the valve body and comprises a valve element and a valve rod, the valve element is fixedly connected with one end of the valve rod, the valve rod can drive the valve element to move, and the valve rod drives the valve element to move so as to control the inlet flow of the pressure oil. The valve element and the plugging piece are controlled to slide in the first valve cavity and the second valve cavity, so that the flow of pressure oil is controlled, and therefore the damping of the damper is controlled; and the flow velocity of the pressure oil cannot be specifically adjusted in the actual use process, and the application range is wide.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft, and specifically to a damping adjustment device for aircraft doors. Background Art

[0002] The damping adjustment device for aircraft doors is mainly used to control the movement speed and stability of aircraft doors (such as cabin doors, cargo hold doors, etc.) during the opening and closing processes, so as to reduce vibration, noise and impact, and improve the safety and riding comfort of passengers and goods. When existing aircraft doors are opened and closed, there are often problems such as uneven speed, large impact force, and loud noise. This not only affects the riding experience of passengers, but may also cause potential damage to the structure of the aircraft. Therefore, it is particularly important to develop an aircraft door device that can intelligently adjust damping.

[0003] The Chinese utility model patent with the application number CN202022897086.6 discloses an adjustment device used in an aircraft door damper for adjusting the opening and closing time of an aircraft door. The aircraft door damping adjustment device of the embodiment of the present utility model may include a bypass valve. The bypass valve may include: a valve housing having a hollow oil flow path for the oil flowing in from the hydraulic cylinder to flow through; and an opening and closing part inserted into the oil flow path of the valve housing and opening and closing the oil flow path as the oil flows. (ESM) The same invention has been applied for an invention patent on the same day.

[0004] However, in actual use of the prior art, due to the complex operation structure of the device and the inability to specifically adjust the flow rate of the pressure oil during actual use, the damping force of the damper will be insufficient, resulting in damage to other devices or irreversible harm to people or objects in the cabin. There may also be a phenomenon of damage to the damping device. Therefore, the existing device needs to be improved.

[0005] Content of the Present Application

[0006] In order to make up for the above deficiencies, the present application provides a damping adjustment device for aircraft doors that overcomes the above technical problems or at least partially solves the above problems.

[0007] The present application provides a damping adjustment device for aircraft doors, including

[0008] a mounting seat for installing and fixing the device;

[0009] a valve body fixedly connected to the upper surface of the mounting seat. An oil inlet is fixedly communicated with the side surface of the mounting seat for inputting pressure oil;

[0010] Adjusting mechanism, which is located inside the valve body and includes a valve core and a valve stem. The valve core is fixedly connected to one end of the valve stem, and the valve stem can drive the valve core to move. The valve stem controls the magnitude of the flow rate of the pressure oil by driving the valve core to move.

[0011] In a preferred solution, a first valve cavity and a second valve cavity are respectively formed inside the valve body. The inside of the first valve cavity is slidably connected to the valve core. First oil passage, second oil passage, and third oil passage are formed on the side of the valve core from top to bottom. One end of the valve core close to the first oil passage is fixedly connected to a valve stem. A fixing ring is fixedly connected to the side of the valve stem. A blocking member is fixedly connected to the upper end of the fixing ring. The upper surface of the blocking member is slidably connected to the inner wall of the first valve cavity, and the lower surface of the blocking member is fixedly connected to the side of the valve stem.

[0012] In a preferred solution, an installation platform is fixedly connected to the upper surface of the side of the mounting seat away from the valve body. A cylinder is fixedly connected to the upper surface of the installation platform. The output end of the cylinder is fixedly connected to the other end of the valve stem, and the valve stem is slidably connected to the valve body.

[0013] In a preferred solution, an oil inlet is fixedly communicated with the side of the valve body, and an oil outlet is fixedly communicated with the lower end surface of the valve body.

[0014] In a preferred solution, a first overflow valve, a second overflow valve, and a third overflow valve are fixedly communicated with the side of the valve body away from the mounting seat in sequence from left to right. Fixing plates are fixedly connected to the upper ends of the first overflow valve, the second overflow valve, and the third overflow valve.

[0015] This application controls the sliding of the valve core and the blocking member inside the first valve cavity and the second valve cavity to control the magnitude of the flow rate of the pressure oil, thereby controlling the damping of the damper. In this way, it can solve the problems that the operation structure of the device is complex, and in the actual use process, the flow velocity of the pressure oil cannot be specifically adjusted, which will lead to insufficient damping force of the damper, resulting in damage to other devices or irreversible harm to people or objects in the bin. Description of the Drawings

[0016] Figure 1 It is a schematic diagram of the overall structure of this application;

[0017] Figure 2 It is a schematic cross-sectional view of the valve body structure of this application;

[0018] Figure 3 It is a schematic diagram of the valve core structure of this application.

[0019] In the figure: 1. Mounting base; 101. Mounting table; 2. Cylinder; 3. Valve body; 4. First valve cavity; 5. Second valve cavity; 6. Spool; 601. First oil passage; 602. Second oil passage; 603. Third oil passage; 604. Valve rod; 605. Fixed ring; 606. Plugging member; 7. Oil inlet; 8. First relief valve; 9. Second relief valve; 10. Third relief valve; 11. Fixed plate; 12. Oil outlet. Detailed implementation mode

[0020] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0021] Referring to Figures 1 - 3 , the present application provides a technical solution: a damping adjustment device for an aircraft door, including a mounting base 1, a valve body 3, and an adjustment mechanism. The mounting base 1 is used for the installation and fixation of equipment. The valve body 3 is fixedly connected to the upper surface of the mounting base 1. An oil inlet 7 is fixedly communicated with the side surface of the mounting base 1, and the oil inlet 7 is used for the input of pressure oil. The adjustment mechanism is located inside the valve body 3 and includes a spool 6 and a valve rod 604. The spool 6 is fixedly connected to one end of the valve rod 604. The valve rod 604 can drive the spool 6 to move, and the valve rod 604 controls the magnitude of the flow rate of the pressure oil entering by driving the spool 6 to move.

[0022] The valve rod 604 can drive the spool 6 to slide left and right inside the first valve cavity 4 and the second valve cavity 5, so as to control the speed and flow rate of the pressure oil entering, and thus control the damping force of the damper connected to the oil outlet 12.

[0023] The inside of the valve body 3 is respectively provided with a first valve cavity 4 and a second valve cavity 5. The inside of the first valve cavity 4 is slidably connected to the spool 6. The first oil passage 601, the second oil passage 602, and the third oil passage 603 are formed on the side surface of the spool 6 from top to bottom. One end of the spool 6 close to the first oil passage 601 is fixedly connected to the valve rod 604. A fixed ring 605 is fixedly connected to the side surface of the valve rod 604. A plugging member 606 is fixedly connected to the upper end of the fixed ring 605. The upper surface of the plugging member 606 is slidably connected to the inner wall of the first valve cavity 4, and the lower surface of the plugging member 606 is fixedly connected to the side surface of the valve rod 604.

[0024] The plugging member 606 plugs and opens the first relief valve 8, the second relief valve 9, and the third relief valve 10 by the left and right sliding of the valve rod 604.

[0025] On the upper surface of the side of the mounting base 1 away from the valve body 3, there is a fixedly connected mounting table 101. On the upper surface of the mounting table 101, there is a fixedly connected cylinder 2. The output end of the cylinder 2 is fixedly connected to the other end of the valve stem 604. The valve stem 604 is slidably connected to the valve body 3;

[0026] The valve stem 604 is slidably connected to one end of the valve body 3 away from the oil outlet 12;

[0027] On the side surface of the valve body 3, there is a fixedly connected oil inlet 7. On the lower end surface of the valve body 3, there is a fixedly connected oil outlet 12;

[0028] On the side surface of the valve body 3 away from the mounting base 1, there are fixedly connected a first relief valve 8, a second relief valve 9, and a third relief valve 10 in sequence from left to right. On the upper ends of the first relief valve 8, the second relief valve 9, and the third relief valve 10, there is a fixedly connected fixing plate 11;

[0029] Specifically, the working process or working principle of the damping adjustment device of the aircraft door is as follows: When the staff needs to adjust the damping force of the damper, at this time, the cylinder 2 is started. The output end of the cylinder 2 will drive the valve stem 604 to perform a horizontal reciprocating displacement. Through the limitation of the valve stem 604 by the valve body 3 and the cooperation of the fixing ring 605, the plugging member 606 can perform a horizontal reciprocating displacement inside the first valve chamber 4, and the valve core 6 can also perform a horizontal reciprocating displacement inside the first valve chamber 4 and the second valve chamber 5. In this way, when the pressure oil enters the inside of the first valve chamber 4 through the oil inlet 7, the first relief valve 8, the second relief valve 9, and the third relief valve 10, the horizontal reciprocating displacement of the plugging member 606 can control the flow rate of the pressure oil passing through the first relief valve 8, the second relief valve 9, and the third relief valve 10. Through the sliding of the valve core 6 between the first valve chamber 4 and the second valve chamber 5 and the cooperation of the first oil passage 601, the second oil passage 602, and the third oil passage 603, the flow rate of the pressure oil flowing into the second valve chamber 5 can be accurately controlled. In this way, the damping force of the damper connected to the oil outlet 12 can be controlled, thus solving the problem that due to the complex operation structure of the equipment and the inability to specifically adjust the flow velocity of the pressure oil during the actual use process, the damping force of the damper is insufficient, resulting in damage to other equipment or irreversible harm to people or objects in the cabin.

[0030] Although the embodiments of the present application have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principle and spirit of the present application. The scope of the present application is defined by the appended claims and their equivalents.

Claims

1. Damping adjustment device for an aircraft door, characterized in that, including a mounting base (1) for mounting and fixing a device; a valve body (3) fixedly connected to the upper surface of the mounting base (1), a side surface of the mounting base (1) being fixedly communicated with an oil inlet (7) for inputting pressure oil; an adjusting mechanism located inside the valve body (3), comprising a valve core (6) and a valve rod (604), the valve core (6) being fixedly connected to one end of the valve rod (604), the valve rod (604) being capable of driving the valve core (6) to move, and the valve rod (604) controlling the magnitude of the flow of pressure oil entering by driving the valve core (6) to move.

2. The damping adjustment device of an aircraft door according to claim 1, characterized in that: A first valve cavity (4) and a second valve cavity (5) are respectively formed inside the valve body (3), the inside of the first valve cavity (4) being slidably connected to the valve core (6), a first oil passage (601), a second oil passage (602), and a third oil passage (603) being formed in the side surface of the valve core (6) from top to bottom, a valve rod (604) being fixedly connected to one end of the valve core (6) close to the first oil passage (601), a fixing ring (605) being fixedly connected to the side surface of the valve rod (604), a plugging member (606) being fixedly connected to the upper end of the fixing ring (605), an upper surface of the plugging member (606) being slidably connected to the inner wall of the first valve cavity (4), and a lower surface of the plugging member (606) being fixedly connected to the side surface of the valve rod (604).

3. The damping adjustment device for an aircraft door according to claim 1, characterized in that: A mounting table (101) is fixedly connected to the upper surface of the side of the mounting base (1) away from the valve body (3), a cylinder (2) is fixedly connected to the upper surface of the mounting table (101), an output end of the cylinder (2) is fixedly connected to the other end of the valve rod (604), and the valve rod (604) is slidably connected to the valve body (3).

4. The damping adjustment device for an aircraft door according to claim 1, characterized in that: The side surface of the valve body (3) is fixedly communicated with an oil inlet (7), and the lower end surface of the valve body (3) is fixedly communicated with an oil outlet (12).

5. The damping adjustment device for an aircraft door according to claim 1, characterized in that: A first overflow valve (8), a second overflow valve (9), and a third overflow valve (10) are fixedly communicated with the side surface of the valve body (3) away from the mounting base (1) in sequence from left to right, and a fixing plate (11) is fixedly connected to the upper ends of the first overflow valve (8), the second overflow valve (9), and the third overflow valve (10).

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