Aero seat rigidity detection device

Abstract

The utility model relates to the technical field of aero seat performance detection, in particular to an aero seat rigidity detection device which comprises a detection table, the left portion and the right portion of the upper end of the detection table are fixedly connected with fixing plates, and the right portion of the front end of a supporting plate is fixedly connected with a control plate. The pressure applying device comprises a first air cylinder, the output end of the first air cylinder penetrates through the supporting plate and is fixedly connected with a press machine, the left portion and the right portion of the upper end of the press machine are fixedly connected with limiting plates, the middle of the lower end of the press machine is fixedly connected with a pressure sensor, and the lower end of the pressure sensor is fixedly connected with a pressing block. The first air cylinder is fixedly connected to the middle of the upper end of the supporting plate. According to the aero seat rigidity detection device, the pressure applying device and the clamping device jointly form a core part of the aero seat rigidity detection device, and through cooperative work of the pressure applying device and the clamping device, accurate, safe and efficient detection of seat rigidity is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of aviation seat performance detection, in particular to an aviation seat stiffness detection device. Background Art

[0002] With the rapid development of the aviation industry, the safety and comfort of aircraft seats are receiving increasing attention. Aircraft seats need to withstand various complex forces and loads during flight, and their stiffness characteristics directly affect the structural stability of the seat, passenger safety, and riding comfort.

[0003] There are at least the following disadvantages in the use of existing aviation seat stiffness testing devices: 1. The existing testing range is limited and can only be used for testing aviation seats of specific types or specifications. It has poor versatility and cannot meet the testing needs of different models of aviation seats; 2. It lacks real-time monitoring function and cannot monitor stiffness changes in real time during actual use of aviation seats, making it difficult to discover potential safety hazards. Therefore, we have introduced a new aviation seat stiffness testing device. Utility Model Content

[0004] The main purpose of the utility model is to provide an aviation seat stiffness detection device, which can effectively solve the problems in the background technology.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0006] An aviation seat stiffness testing device includes a testing platform, wherein the upper left and upper right portions of the testing platform are fixedly connected to fixing plates, the left and right ends of the two fixing plates are fixedly connected to clamping devices, the upper middle portion of the testing platform is fixedly connected to a support plate, the upper middle portion of the support plate is fixedly connected to a pressure device, the upper middle portion of the support plate is provided with two limiting grooves, and the two limiting grooves are located on both sides of the pressure device, the left front portion and the left rear portion of the support plate are both interspersed with long plates, and the front right portion of the support plate is fixedly connected to a control plate;

[0007] The pressure-applying device includes a No. 1 cylinder, the output end of which passes through the support plate and is fixedly connected to a press, the upper left and upper right parts of the press are fixedly connected to a limit plate, the lower middle part of the press is fixedly connected to a pressure sensor, the lower end of the pressure sensor is fixedly connected to a pressure block, and the No. 1 cylinder is fixedly connected to the upper middle part of the support plate.

[0008] Preferably, the clamping device includes a No. 2 cylinder, the output end of the No. 2 cylinder passes through the fixed plate and is fixedly connected to a push plate, the front right end and the rear right end of the push plate are fixedly connected to a slide groove, the middle right end of the push plate is fixedly connected to several compression springs, the right ends of several compression springs are commonly fixedly connected to a flexible plate, and the No. 2 cylinder is fixedly connected to the left end of the fixed plate.

[0009] By adopting the above technical solution: the driving force of the No. 2 cylinder is used to accurately control the movement of the push plate, thereby achieving the clamping or release of the aviation seat. The linear motion characteristics of the No. 2 cylinder ensure the stability and controllability of the clamping process.

[0010] Preferably, the position and size of the two chutes are adapted to the position and size of the two long boards.

[0011] By adopting the above technical solution: the precise adaptation of the slide groove and the long board ensures the linearity and stability of the push board during movement, avoiding unnecessary damage to the seat due to deviation or shaking.

[0012] Preferably, the plurality of compression springs are distributed equidistantly in the shape of a long rectangle.

[0013] By adopting the above technical solution: the equidistant distribution of the compression springs provides uniform support force for the flexible plate, so that the clamping force can be evenly distributed over the entire seat, avoiding damage caused by excessive local pressure.

[0014] Preferably, the position and size of the two limiting plates are matched with the position and size of the two limiting grooves.

[0015] By adopting the above technical solution: the precise adaptation of the limit plate and the limit groove ensures the stability and directional accuracy of the press during the pressing process. This design prevents the press from deflecting or shaking during the pressing process and improves the accuracy of the test results.

[0016] Preferably, the two long boards have the same structure and are arranged front to back.

[0017] By adopting the above technical solution: the long boards distributed in front and back can also provide stable support for the push board, ensuring its stability and reliability during the movement.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] The present invention can adapt to aviation seats of different sizes, shapes, and structures through the clamping device and the pressure-applying device. The combination of the compression spring and the flexible plate can adapt to a variety of aviation seats of different shapes and sizes, thereby improving the versatility of the device and the detection efficiency. The adjustability and adaptability of the clamping device enable stiffness testing of a wider range of aircraft seats, facilitating a comprehensive assessment of the performance of different types of seats and providing a wider range of protection for aviation safety.

[0020] In the utility model, power is provided by cylinder No. 1 to drive the press to move vertically downward. During the up and down movement of the press, the limit plate at its upper end cooperates closely with the limit groove on the support plate to ensure the stability and linear motion of the press during the press application process. As the press descends, the pressure sensor and the pressure block at its lower end contact and gradually apply pressure to the aviation seat being tested. The pressure sensor records and transmits pressure data in real time. These data can be used to analyze the deformation of the seat under different pressures and then evaluate its stiffness characteristics. The pressure sensor and related data transmission and processing system equipped with the pressure device can monitor the stiffness changes of the seat in real time during use, promptly discover possible safety hazards such as stiffness reduction, take maintenance or replacement measures in advance, and ensure the safety of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a schematic diagram of the overall structure of an aviation seat stiffness detection device of the present utility model;

[0022] Figure 2 This is a schematic diagram of the combined connection structure of a support plate and two long plates of an aviation seat stiffness detection device of the present invention;

[0023] Figure 3 This is a schematic diagram of the overall structure of a pressure device of an aviation seat stiffness detection device of the present utility model;

[0024] Figure 4 The utility model is a schematic diagram of the overall structure of the clamping device of an aviation seat stiffness detection device.

[0025] In the figure: 1. Testing table; 2. Fixed plate; 3. Long plate; 4. Clamping device; 5. Support plate; 6. Control plate; 7. Pressure device; 8. Limiting groove; 71. Limiting plate; 72. Cylinder No. 1; 73. Press; 74. Pressure sensor; 75. Pressure block; 41. Cylinder No. 2; 42. Push plate; 43. Slide; 44. Compression spring; 45. Flexible plate. DETAILED DESCRIPTION

[0026] In order to make the technical means, creative features, objectives and effects achieved by the present invention easier to understand, the present invention is further described below in conjunction with specific implementation methods.

[0027] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," "the other end," and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of this utility model and simplify the description. They are not intended to indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0028] In the description of this utility model, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "provided with," "connected," etc. should be understood in a broad sense. For example, "connected" can mean a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be internal communication between two components. Those skilled in the art will be able to understand the specific meanings of the above terms in this utility model based on the specific circumstances.

[0029] See also Figure 1-4 , the utility model provides a technical solution:

[0030] An aviation seat stiffness testing device includes a testing platform 1, wherein the upper left and upper right portions of the testing platform 1 are fixedly connected to a fixing plate 2, and the left and right ends of the two fixing plates 2 are fixedly connected to a clamping device 4. A support plate 5 is fixedly connected to the middle portion of the upper end of the testing platform 1, and a pressure device 7 is fixedly connected to the middle portion of the upper end of the support plate 5. Two limiting grooves 8 are formed in the middle portion of the upper end of the support plate 5, and the two limiting grooves 8 are located on both sides of the pressure device 7. A long plate 3 is inserted and connected to the front and rear portions of the left end of the support plate 5, and a control plate 6 is fixedly connected to the right portion of the front end of the support plate 5.

[0031] The two long boards 3 have the same structure and are arranged front to back.

[0032] In this embodiment, the pressure-applying device 7 includes a No. 1 cylinder 72, the output end of the No. 1 cylinder 72 passes through the support plate 5 and is fixedly connected to a press 73, the upper left and upper right parts of the press 73 are fixedly connected to a limiting plate 71, the lower middle part of the press 73 is fixedly connected to a pressure sensor 74, the lower end of the pressure sensor 74 is fixedly connected to a pressure block 75, and the No. 1 cylinder 72 is fixedly connected to the upper middle part of the support plate 5; the position dimensions of the two limiting plates 71 are adapted to the position dimensions of the two limiting slots 8.

[0033] Through the above scheme: the pressure-applying device 7 is powered by the No. 1 cylinder 72 to drive the press 73 to move vertically downward. During the up and down movement of the press 73, the limit plate 71 at its upper end is tightly matched with the limit groove 8 on the support plate 5 to ensure the stability and linear movement of the press 73 during the pressure-applying process. As the press 73 descends, the pressure sensor 74 at its lower end contacts the pressure block 75 and gradually applies pressure to the aviation seat being tested. The pressure sensor 74 records and transmits pressure data in real time. These data can be used to analyze the deformation of the seat under different pressures, and then evaluate its stiffness characteristics.

[0034] In this embodiment, the clamping device 4 includes a No. 2 cylinder 41, the output end of the No. 2 cylinder 41 passes through the fixed plate 2 and is fixedly connected to the push plate 42, the right front end and the right rear end of the push plate 42 are fixedly connected to a slide groove 43, the middle part of the right end of the push plate 42 is fixedly connected to a plurality of compression springs 44, the right ends of the plurality of compression springs 44 are commonly fixedly connected to a flexible plate 45, and the No. 2 cylinder 41 is fixedly connected to the left end of the fixed plate 2; the position and size of the two slide grooves 43 are adapted to the position and size of the two long plates 3; and the plurality of compression springs 44 are equidistantly distributed in the form of long rectangles.

[0035] Through the above scheme: the push plate 42 is driven forward by the No. 2 cylinder 41 to clamp the aviation seat, the slide groove 43 on the push plate 42 cooperates with the long plate 3 to ensure the stability and directional accuracy of the push plate 42 during the movement, and the compression spring 44 and the flexible plate 45 on the push plate 42 work together to provide a flexible clamping force for the seat. The buffering effect of the compression spring 44 can reduce the impact on the seat during the clamping process, and the flexible plate 45 ensures that the clamping force is evenly distributed and will not damage the seat surface.

[0036] It should be noted that the utility model is an aviation seat stiffness detection device. During use, first, the aviation seat to be tested is placed on the test platform 1, and then the No. 2 cylinder 41 in the clamping device 4 is started to push the push plate 42 to move to the right. The slide groove 43 on the push plate 42 slides along the long plate 3 to play a guiding and stabilizing role. Several compression springs 44 on the push plate 42 push the flexible plate 45 to clamp the aviation seat from both sides to ensure that the seat position is stable during the detection process. Then, the No. 1 cylinder 72 in the pressure-applying device 7 is started to drive the press 73 to move downward, and the limit plate 71 on the press 73 slides along the limit groove 8 to ensure the stability and accuracy of the movement of the press 73. The pressure sensor 74 and the pressure block 75 at the lower end of the press 73 apply pressure to the seat. During the pressure-applying process, the pressure sensor 74 detects the applied pressure value in real time, and obtains the stiffness characteristics of the aviation seat through relevant data processing and analysis. The entire process is controlled and monitored by the control panel 6.

[0037] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and improvements are intended to fall within the scope of the present invention. The scope of protection claimed in this invention is defined by the appended claims and their equivalents.

Claims

1. An aviation seat stiffness detection device, comprising a detection platform (1), characterized in that: The upper left and right parts of the detection platform (1) are fixedly connected to a fixing plate (2), the left and right ends of the two fixing plates (2) are fixedly connected to a clamping device (4), the middle part of the upper end of the detection platform (1) is fixedly connected to a support plate (5), the middle part of the upper end of the support plate (5) is fixedly connected to a pressure device (7), the middle part of the upper end of the support plate (5) is provided with two limiting grooves (8), and the two limiting grooves (8) are located on both sides of the pressure device (7), the left front end and the left rear end of the support plate (5) are both interlaced with a long plate (3), and the front right part of the support plate (5) is fixedly connected to a control plate (6); The pressure-applying device (7) includes a No. 1 cylinder (72), the output end of the No. 1 cylinder (72) passes through the support plate (5) and is fixedly connected to a press (73), the upper left portion and the upper right portion of the press (73) are fixedly connected to a limit plate (71), the lower middle portion of the press (73) is fixedly connected to a pressure sensor (74), the lower end of the pressure sensor (74) is fixedly connected to a pressure block (75), and the No. 1 cylinder (72) is fixedly connected to the upper middle portion of the support plate (5).

2. The aircraft seat stiffness detection device according to claim 1, characterized in that: The clamping device (4) includes a No. 2 cylinder (41), the output end of the No. 2 cylinder (41) passes through the fixed plate (2) and is fixedly connected to a push plate (42), the right front end and the right rear end of the push plate (42) are fixedly connected to a slide groove (43), the middle part of the right end of the push plate (42) is fixedly connected to a plurality of compression springs (44), the right ends of the plurality of compression springs (44) are fixedly connected to a flexible plate (45), and the No. 2 cylinder (41) is fixedly connected to the left end of the fixed plate (2).

3. The aircraft seat stiffness detection device according to claim 2, characterized in that: The positional dimensions of the two chute grooves (43) are adapted to the positional dimensions of the two long plates (3).

4. The aircraft seat stiffness detection device according to claim 2, characterized in that: The plurality of compression springs (44) are distributed equidistantly in the shape of a long rectangle.

5. The aircraft seat stiffness detection device according to claim 1, characterized in that: The positional dimensions of the two limiting plates (71) are adapted to the positional dimensions of the two limiting slots (8).

6. The aircraft seat stiffness detection device according to claim 1, characterized in that: The two long plates (3) have the same structure and are arranged front to back.

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