CN216665344U - Aircraft APU advances air discharge hatch door control assembly - Google Patents
Aircraft APU advances air discharge hatch door control assembly Download PDFInfo
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- CN216665344U CN216665344U CN202122503616.9U CN202122503616U CN216665344U CN 216665344 U CN216665344 U CN 216665344U CN 202122503616 U CN202122503616 U CN 202122503616U CN 216665344 U CN216665344 U CN 216665344U
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- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 25
- 230000005284 excitation Effects 0.000 claims description 13
- 238000000034 method Methods 0.000 claims description 6
- 230000005540 biological transmission Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 230000007812 deficiency Effects 0.000 description 1
- 230000007717 exclusion Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
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Abstract
The application belongs to aircraft APU advances exhaust hatch door control design technical field, concretely relates to aircraft APU advances exhaust hatch door control assembly, include: a drive control motor; the drive control speed reducer is connected to the drive control motor; the drive control clutch is connected to the drive control speed reducer; the drive control worm gear is connected to the drive control clutch; the driving control rocker arm is connected to the driving control worm gear and is connected with an APU (auxiliary Power Unit) air inlet and outlet door, and the APU air inlet and outlet door is provided with a locking hole; locking the control motor; the locking control speed reducer is connected to the locking control motor; the locking control clutch is connected to the locking control speed reducer; the locking control worm gear is connected to the locking control clutch; the locking control hook is connected to the locking control worm gear and can be clamped into the locking hole; and the controller is connected with the driving control motor and the locking control motor.
Description
Technical Field
The application belongs to the technical field of control design of an air intake and exhaust cabin door of an aircraft APU (auxiliary Power Unit), and particularly relates to a control assembly of the air intake and exhaust cabin door of the aircraft APU.
Background
At present, the APU air inlet and outlet cabin door is driven to be opened and closed through a four-bar linkage mechanism on the airplane, the structure is complex, the mass and the volume are large, a large installation space is needed, a force transmission path is long, and the driving and locking for opening and closing the APU air inlet and outlet cabin door are not reliable enough.
The present application has been made in view of the above-mentioned technical drawbacks.
It should be noted that the above background disclosure is only for the purpose of assisting understanding of the inventive concept and technical solutions of the present invention, and does not necessarily belong to the prior art of the present patent application, and the above background disclosure should not be used for evaluating the novelty and inventive step of the present application without explicit evidence to suggest that the above content is already disclosed at the filing date of the present application.
Disclosure of Invention
It is an object of the present application to provide an aircraft APU intake and exhaust compartment door control assembly to overcome or alleviate at least one of the technical deficiencies of the known prior art.
The technical scheme of the application is as follows:
an aircraft APU intake and exhaust hatch control assembly comprising:
a drive control motor;
the drive control speed reducer is connected to the drive control motor;
the drive control clutch is connected to the drive control speed reducer;
the drive control worm gear is connected to the drive control clutch;
the driving control rocker arm is connected to the driving control worm gear and is connected with an APU (auxiliary Power Unit) air inlet and outlet door, and the APU air inlet and outlet door is provided with a locking hole;
locking the control motor;
the locking control speed reducer is connected to the locking control motor;
the locking control clutch is connected to the locking control speed reducer;
the locking control worm gear is connected to the locking control clutch;
the locking control hook is connected to the locking control worm gear;
the controller is connected with the drive control motor to control the drive control motor to rotate so as to drive the drive control reducer, the drive control clutch, the drive control worm and gear and the drive control rocker arm to rotate, so that the air inlet and outlet doors of the APU are opened or closed;
the controller is connected with the locking control motor to control the locking control motor to rotate, and further drive the locking control speed reducer, the locking control clutch, the locking control worm and worm gear and the locking control hook to rotate, so that the locking control hook can be clamped into the locking hole when the APU air inlet and exhaust cabin door is closed, and can be separated from the locking hole when the APU air inlet and exhaust cabin door needs to be opened.
According to at least one embodiment of the application, in the aircraft APU air intake and exhaust cabin door control assembly, a drive control negative line is led out from an electrically excited brake coil in a drive control motor and is connected to a controller;
a first drive control positive line is led out from a forward rotation excitation coil in the drive control motor and is connected to the controller;
a second drive control positive wire is led out from a reverse rotation excitation coil in the drive control motor and is connected to the controller;
wherein,
when the controller controls the passage between the drive control negative line and the first drive control positive line, the drive control motor rotates in the positive direction;
when the controller controls the passage between the drive control negative line and the second drive control positive line, the drive control motor rotates reversely.
According to at least one embodiment of the application, in the aircraft APU air intake and exhaust cabin door control assembly, a locking control negative line is led out from an electrically excited brake coil in a locking control motor and is connected to a controller;
a first locking control positive wire is led out from a forward rotation excitation coil in the locking control motor and is connected to the controller;
a second locking control positive wire is led out from a reverse rotation excitation coil in the locking control motor and is connected to the controller;
wherein,
when the controller controls the locking control negative line and the first locking control positive line to be a passage, the locking control motor rotates in the positive direction;
when the controller controls the locking control negative line and the second locking control positive line to be a passage, the locking control motor rotates reversely.
According to at least one embodiment of the present application, the above-mentioned aircraft APU air inlet and exhaust compartment door control assembly further comprises:
the position sensor is connected to the drive control worm gear and connected with the controller;
wherein,
in the process of opening the APU air inlet and exhaust cabin door, the controller receives an APU air inlet and exhaust cabin door opening in-place signal transmitted by the position sensor, and controls the drive control motor to stop rotating;
in the closing process of the APU air inlet and exhaust cabin door, the controller receives an APU air inlet and exhaust cabin door closing in-place signal transmitted by the position sensor, and then controls the driving control motor to stop rotating and controls the locking control motor to rotate, so that the locking control hook is clamped into the locking hole.
Drawings
FIG. 1 is a schematic view of an aircraft APU air intake and exhaust compartment door control assembly provided by an embodiment of the present application;
FIG. 2 is a schematic view of an aircraft APU air intake and exhaust cabin door control assembly according to an embodiment of the present application;
wherein:
1-driving a control motor; 2-driving and controlling the speed reducer; 3-driving the control clutch; 4-driving and controlling the worm gear; 5-driving a control rocker arm; 6-locking the control motor; 7-locking the control reducer; 8-locking the control clutch; 9-locking and controlling the worm gear; 10-locking the control hook; 11-a controller; 12-position sensor.
For the purpose of better illustrating the embodiments, certain features of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; further, the drawings are for illustrative purposes, and terms describing positional relationships are limited to illustrative illustrations only and are not to be construed as limiting the patent.
Detailed Description
In order to make the technical solutions and advantages of the present application clearer, the technical solutions of the present application will be further clearly and completely described in the following detailed description with reference to the accompanying drawings, and it should be understood that the specific embodiments described herein are only some of the embodiments of the present application, and are only used for explaining the present application, but not limiting the present application. It should be noted that, for convenience of description, only the parts related to the present application are shown in the drawings, other related parts may refer to general designs, and the embodiments and technical features in the embodiments in the present application may be combined with each other to obtain a new embodiment without conflict.
In addition, unless otherwise defined, technical or scientific terms used in the description of the present application shall have the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inner", "outer", and the like used in the description of the present application, which indicate orientations, are used only to indicate relative directions or positional relationships, and do not imply that the devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and when the absolute position of the object to be described is changed, the relative positional relationships may be changed accordingly, and thus, should not be construed as limiting the present application. The use of "first," "second," "third," and the like in the description of the present application is for descriptive purposes only to distinguish between different components and is not to be construed as indicating or implying relative importance. The use of the terms "a," "an," or "the" and similar referents in the context of describing the application is not to be construed as an absolute limitation on the number, but rather as the presence of at least one. The word "comprising" or "comprises", and the like, when used in this description, is intended to specify the presence of stated elements or items, but not the exclusion of other elements or items.
Further, it is noted that, unless expressly stated or limited otherwise, the terms "mounted," "connected," and the like are used in the description of the invention in a generic sense, e.g., connected as either a fixed connection or a removable connection or integrally connected; can be mechanically or electrically connected; they may be directly connected or indirectly connected through an intermediate medium, or they may be connected through the inside of two elements, and those skilled in the art can understand their specific meaning in this application according to the specific situation.
The present application is described in further detail below with reference to fig. 1-2.
An aircraft APU intake and exhaust hatch control assembly comprising:
a drive control motor 1;
the drive control speed reducer 2 is connected to the drive control motor 1;
a drive control clutch 3 connected to the drive control reducer 2;
the drive control worm gear 4 is connected to the drive control clutch 3;
the driving control rocker arm 5 is connected to the driving control worm gear 4 and is connected with an APU air inlet and exhaust cabin door, and a locking hole is formed in the APU air inlet and exhaust cabin door;
locking the control motor 6;
a locking control speed reducer 7 connected to the locking control motor 6;
a lock control clutch 8 connected to the lock control reducer 7;
a locking control worm gear 9 connected to the locking control clutch 8;
a locking control hook 10 connected to the locking control worm gear 9;
the controller 11 is connected with the drive control motor 1 to control the drive control motor 1 to rotate so as to drive the drive control reducer 2, the drive control clutch 3, the drive control worm gear 4 and the drive control rocker arm 5 to rotate, so that the air inlet and outlet doors of the APU are opened or closed;
the controller 11 is connected with the locking control motor 6 to control the locking control motor 6 to rotate, and further drive the locking control speed reducer 7, the locking control clutch 8, the locking control worm 9 and the locking control hook 10 to rotate, so that the locking control hook 10 can be clamped into the locking hole when the APU air inlet and outlet door is closed, and can be disengaged from the locking hole when the APU air inlet and outlet door needs to be opened.
For the aircraft APU air intake and exhaust cabin door control assembly disclosed by the embodiment, a person skilled in the art can understand that the controller 11 controls the drive control motor 1 to rotate to drive the drive control speed reducer 2, the drive control clutch 3, the drive control worm gear 4 and the drive control rocker arm 5 to rotate, so that the APU air intake and exhaust cabin door is opened or closed, the structure is simple, the structure is compact, the force transmission path is short, the driving for opening and closing the APU air intake and exhaust cabin door is reliable, and the locking can be realized by driving the control worm gear 4 at the opening and closing positions of the APU air intake and exhaust cabin door.
For the aircraft APU intake and exhaust cabin door control assembly disclosed in the above embodiments, it can be understood by those skilled in the art that, in the case of an aircraft flying at a relatively high speed, a relatively large pneumatic load is borne on the APU intake and exhaust cabin door, and the APU intake and exhaust cabin door is locked only by driving and controlling the worm gear 4 to be unreliable in the closed position of the APU intake and exhaust cabin door, and the controller 11 is designed to control the locking control motor 6 to rotate to drive the locking control reducer 7, the locking control clutch 8, the locking control worm gear 9 and the locking control hook 10 to rotate, so that the locking control hook 10 is clamped into the APU locking hole when the APU intake and exhaust cabin door is closed, thereby ensuring reliable locking of the APU intake and exhaust cabin door in the closed position, and controlling the locking control hook 10 to be disengaged from the locking hole when the APU intake and exhaust cabin door needs to be opened.
In some alternative embodiments, in the above-mentioned aircraft APU air inlet and exhaust cabin door control assembly, a drive control negative line is led out from an electrically excited brake coil in the drive control motor 1, and is connected to the controller 11;
a first drive control positive wire is led out from a forward rotation excitation coil in the drive control motor 1 and is connected to the controller 11;
a second driving control positive wire is led out from a reverse rotation excitation coil in the driving control motor 1 and is connected to the controller 11;
wherein,
when the controller 11 controls the passage between the drive control negative line and the first drive control positive line, the drive control motor 1 rotates in the positive direction;
when the controller 11 controls the negative drive control line and the positive second drive control line to be a passage, the drive control motor 1 rotates reversely.
In some alternative embodiments, in the above-mentioned aircraft APU air intake and exhaust cabin door control assembly, the electrically excited brake coil in the locking control motor 6 leads out a locking control negative line, which is connected to the controller 11;
a first locking control positive wire is led out from a forward rotation excitation coil in the locking control motor 6 and is connected to the controller 11;
a second locking control positive wire is led out from a reverse rotation excitation coil in the locking control motor 6 and is connected to the controller 11;
wherein,
when the controller 11 controls the locking control negative line and the first locking control positive line to be a passage, the locking control motor 6 rotates in the positive direction;
when the controller 11 controls the locking control negative line and the second locking control positive line to be a passage, the locking control motor 6 rotates reversely.
In some optional embodiments, the above-mentioned aircraft APU air inlet and exhaust compartment door control assembly further comprises:
a position sensor 12 connected to the drive control worm gear 4 and connected to the controller 11;
wherein,
in the process of opening the APU air inlet and exhaust cabin door, the controller 11 receives an APU air inlet and exhaust cabin door opening in-place signal transmitted by the position sensor 12, and controls the drive control motor 1 to stop rotating;
in the closing process of the APU air inlet and exhaust cabin door, the controller 6 receives an APU air inlet and exhaust cabin door closing in-place signal transmitted by the position sensor 12, controls the driving control motor 1 to stop rotating and controls the locking control motor 6 to rotate, so that the locking control hook 10 is clamped into the locking hole, reliably locks the APU air inlet and exhaust cabin door at the closing position, and controls the locking control hook 10 to be separated from the locking hole when the APU air inlet and exhaust cabin door needs to be opened.
The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
Having thus described the present application in connection with the preferred embodiments illustrated in the accompanying drawings, it will be understood by those skilled in the art that the scope of the present application is not limited to those specific embodiments, and that equivalent modifications or substitutions of related technical features may be made by those skilled in the art without departing from the principle of the present application, and those modifications or substitutions will fall within the scope of the present application.
Claims (4)
1. An aircraft APU air intake and exhaust hatch control assembly, comprising:
a drive control motor (1);
the drive control speed reducer (2) is connected to the drive control motor (1);
the drive control clutch (3) is connected to the drive control reducer (2);
the drive control worm gear (4) is connected to the drive control clutch (3);
the driving control rocker arm (5) is connected to the driving control worm gear (4) and is connected with an APU (auxiliary Power Unit) air inlet and outlet door, and the APU air inlet and outlet door is provided with a locking hole;
a lock control motor (6);
a locking control speed reducer (7) connected to the locking control motor (6);
a lock-up control clutch (8) connected to the lock-up control reduction gear (7);
a locking control worm gear (9) connected to the locking control clutch (8);
the locking control hook (10) is connected to the locking control worm gear (9);
the controller (11) is connected with the drive control motor (1) so as to control the drive control motor (1) to rotate, and further drive the drive control speed reducer (2), the drive control clutch (3), the drive control worm gear (4) and the drive control rocker arm (5) to rotate, so that the air inlet and outlet doors of the APU are opened or closed;
the controller (11) is connected with the locking control motor (6) to control the locking control motor (6) to rotate, and further drive the locking control speed reducer (7), the locking control clutch (8), the locking control worm gear (9) and the locking control hook (10) to rotate, so that the locking control hook (10) can be clamped into the locking hole when the APU air inlet and outlet door is closed, and the APU air inlet and outlet door is required to be opened and then is separated from the locking hole.
2. An aircraft APU air intake and exhaust hatch control assembly as claimed in claim 1,
a drive control negative line is led out from an electric excitation brake coil in the drive control motor (1) and is connected to the controller (11);
a first drive control positive wire is led out from a forward rotation excitation coil in the drive control motor (1) and is connected to the controller (11);
a second drive control positive wire is led out from a reverse rotation excitation coil in the drive control motor (1) and is connected to the controller (11);
wherein,
when the controller (11) controls the passage between the drive control negative line and the first drive control positive line, the drive control motor (1) rotates in the positive direction;
when the controller (11) controls the passage between the drive control negative line and the second drive control positive line, the drive control motor (1) rotates reversely.
3. An aircraft APU air intake and exhaust hatch control assembly as claimed in claim 1,
a locking control negative wire is led out from an electric excitation brake coil in the locking control motor (6) and is connected to the controller (11);
a first locking control positive wire is led out from a forward rotation exciting coil in the locking control motor (6) and is connected to the controller (11);
a second locking control positive wire is led out from a reverse rotation excitation coil in the locking control motor (6) and is connected to the controller (11);
wherein,
when the controller (11) controls the locking control negative line and the first locking control positive line to be a passage, the locking control motor (6) rotates positively;
and when the controller (11) controls the locking control negative line and the second locking control positive line to be a passage, the locking control motor (6) rotates reversely.
4. An aircraft APU air intake and exhaust hatch control assembly as claimed in claim 1,
further comprising:
the position sensor (12) is connected to the drive control worm gear (4) and is connected with the controller (11);
wherein,
in the process of opening the APU air inlet and outlet door, the controller (11) receives an APU air inlet and outlet door opening in-place signal transmitted by the position sensor (12), and controls the drive control motor (1) to stop rotating;
in the closing process of the APU air inlet and exhaust door, the controller (11) receives an APU air inlet and exhaust door closing in-place signal transmitted by the position sensor (12), and then controls the driving control motor (1) to stop rotating and the locking control motor (6) to rotate, so that the locking control hook (10) is clamped into the locking hole.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122503616.9U CN216665344U (en) | 2021-10-18 | 2021-10-18 | Aircraft APU advances air discharge hatch door control assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122503616.9U CN216665344U (en) | 2021-10-18 | 2021-10-18 | Aircraft APU advances air discharge hatch door control assembly |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216665344U true CN216665344U (en) | 2022-06-03 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122503616.9U Active CN216665344U (en) | 2021-10-18 | 2021-10-18 | Aircraft APU advances air discharge hatch door control assembly |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216665344U (en) |
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2021
- 2021-10-18 CN CN202122503616.9U patent/CN216665344U/en active Active
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