Aircraft Seat Actuator Decoupling for Manual Return During Power Loss
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Solution Overview
Problem
Aircraft seat actuators fail to return to the desired position without power, posing safety risks during events like landing or turbulence, as they rely on electric actuators that cannot function without electrical input.
Innovation Solution
A dual-function linear actuator system with a decoupling mechanism, comprising a linear actuator, a first link, a second link, and a decoupling rod, allows manual adjustment and locking of the seat by decoupling the actuator from the adjustment mechanism, enabling manual operation without electrical power.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If linear or rotary electric actuators are used for seat adjustment, then flexibility in mounting, force output, and control of output position and speed is improved, but the ability to return the seat to desired position during power loss deteriorates
Solution Approach 1:
The actuator system is segmented into a powered linear actuator portion and a manual operation portion (second link with locking mechanism). The linear actuator handles powered adjustment while the second link with locking balls and apertures provides manual positioning capability. This segmentation allows the system to benefit from electric actuation flexibility while maintaining manual override reliability through the decoupled mechanical linkage system.
2Extent of automation
If electric actuators are used for seat adjustment, then automated seat positioning is improved, but manual adjustment capability during power failure deteriorates
Solution Approach 1:
The system dynamically transitions between automated and manual operation modes. During normal operation, the linear actuator provides automated positioning. During power loss, the system dynamically switches to manual mode by disengaging the locking balls from the actuator's apertures, allowing the second link to be manually positioned. This dynamic adaptability resolves the contradiction between automation and manual capability.
Solution Approach 2:
The second link acts as an intermediary mechanism between the linear actuator and the seat adjustment mechanism. It includes locking balls that can engage with apertures in both the first and second links, providing a mechanical mediation that allows either powered or manual operation. This intermediary structure enables the system to maintain both automated and manual adjustment capabilities without compromise.
3Reliability
If a decoupling mechanism is added to enable manual operation, then reliability during power loss is improved, but device complexity increases
Solution Approach 1:
The locking mechanism is merged with the existing link structure. The locking balls are integrated into the second link, and the apertures are formed directly in the first and second links themselves. This merging approach provides the necessary decoupling functionality for manual operation while minimizing the addition of separate components, thus improving reliability without proportionally increasing device complexity.
Data Source
AI summary
Systems and methods are disclosed herein for an aircraft seat with a decoupled linear actuator. The linear actuator may activate a first adjustable feature by moving in a first direction. The linear actuator may include a decoupling mechanism. The decoupling mechanism may decouple the first adjustable feature from the linear actuator in response to loss of power to the linear actuator.