CN216665347U - Aircraft APU hatch door control mechanism - Google Patents
Aircraft APU hatch door control mechanism Download PDFInfo
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- CN216665347U CN216665347U CN202122503644.0U CN202122503644U CN216665347U CN 216665347 U CN216665347 U CN 216665347U CN 202122503644 U CN202122503644 U CN 202122503644U CN 216665347 U CN216665347 U CN 216665347U
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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
This application belongs to aircraft APU hatch door control design technical field, concretely relates to aircraft APU hatch door control mechanism, 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; one end of the driving control shaft is connected to the APU cabin door, and the other end of the driving control shaft is provided with a locking hole which is matched and connected with the insections between the output shafts of the driving control clutch so as to be driven by the driving control motor to rotate to open or close the APU cabin door; locking the control motor; the locking control speed reducer is connected to the locking control motor; the locking control shaft is arranged along the axial direction of the driving control shaft, one end of the locking control shaft is connected to the output shaft of the locking control speed reducer, so that the locking control shaft can move along the axial direction of the driving control shaft under the driving of the locking control motor, the other end of the locking control shaft is inserted into or separated from the locking hole, and the locking control shaft is matched and connected with the key groove between the locking holes when being inserted into the locking hole.
Description
Technical Field
The application belongs to the technical field of aircraft APU cabin door control design, and particularly relates to an aircraft APU cabin door control mechanism.
Background
At present, the APU 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 the 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 hatch control mechanism to overcome or mitigate at least one of the technical deficiencies known to exist.
The technical scheme of the application is as follows:
an aircraft APU hatch control mechanism 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;
one end of the driving control shaft is connected to the APU cabin door, and the other end of the driving control shaft is provided with a locking hole which is matched and connected with the insections between the output shafts of the driving control clutch so as to be driven by the driving control motor to rotate to open or close the APU cabin door;
locking the control motor;
the locking control speed reducer is connected to the locking control motor;
the locking control shaft is arranged along the axial direction of the driving control shaft, one end of the locking control shaft is connected to the output shaft of the locking control speed reducer, so that the locking control shaft can move along the axial direction of the driving control shaft under the driving of the locking control motor, the other end of the locking control shaft is inserted into or separated from the locking hole, and the locking control shaft is matched and connected with the key groove between the locking holes when being inserted into the locking hole.
According to at least one embodiment of the present application, the above-mentioned aircraft APU hatch control mechanism further includes:
the positioning cylinder is sleeved on the periphery of the drive control shaft and is connected to the machine body;
the locking control sleeve is sleeved on the locking control shaft, when one end of the locking control shaft, which is back to the locking control speed reducer, is inserted into the locking hole, the locking control sleeve is inserted into the positioning barrel and is matched and connected with the key groove of the positioning barrel, and when the locking control shaft is separated from the locking hole, the locking control sleeve is separated from the positioning barrel.
According to at least one embodiment of the application, in the aircraft APU cabin door control mechanism, the positioning cylinder is connected with the aircraft body through a screw.
According to at least one embodiment of the application, in the aircraft APU cabin door control mechanism, the output shaft of the drive control clutch and the drive control shaft are meshed and connected through a plurality of gears.
According to at least one embodiment of the present application, the aforementioned aircraft APU bay door control mechanism further comprises:
the controller is connected with the drive control motor so as to control the drive control motor to rotate;
the controller is rotated with the locking control motor to control the locking control motor to rotate.
Drawings
FIG. 1 is a schematic diagram of an operating state of an aircraft APU hatch control mechanism provided by an embodiment of the present application;
FIG. 2 is a schematic view of another operating state of an aircraft APU hatch control mechanism provided by 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 the control shaft; 5-locking the control motor; 6-locking the control reducer; 7-locking the control shaft; 8-positioning sleeve; 9-locking the control sleeve.
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 description of the application should not be construed as an absolute limitation of quantity, 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.
An aircraft APU hatch control mechanism 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;
one end of the driving control shaft 4 is connected to the APU cabin door, and the other end of the driving control shaft is provided with a locking hole and is in fit connection with the insections between the output shafts of the driving control clutch 3 so as to be driven by the driving control motor 1 to rotate to open or close the APU cabin door;
locking the control motor 5;
a locking control speed reducer 6 connected to the locking control motor 5;
and the locking control shaft 7 is axially arranged along the driving control shaft 4, one end of the locking control shaft is connected to an output shaft of the locking control speed reducer 6 so as to be driven by the locking control motor 5 to axially move along the driving control shaft 4, the other end of the locking control shaft is inserted into or separated from the locking hole, and the locking control shaft is matched and connected with a key groove between the locking holes when being inserted into the locking hole.
For the aircraft APU cabin door control mechanism disclosed in the above embodiments, it can be understood by those skilled in the art that the locking control motor 5 and/or the locking control reducer 6 can be fixed to the aircraft body, after the aircraft APU cabin door is opened or closed in place, the locking control motor 5 can drive the locking control shaft 7 to move axially along the driving control shaft 4, so that one end of the locking control shaft 7 facing away from the locking control reducer 6 is inserted into the locking hole to lock the driving control shaft 4, thereby realizing reliable locking of the aircraft APU cabin door at the opened or closed position, as shown in FIG. 2, when the aircraft APU door needs to be opened or closed, the locking control motor 5 can drive the locking control shaft 7 to move axially along the driving control shaft 4, so that one end of the locking control shaft 7 facing away from the locking control reducer 6 is removed from the locking hole, and the locking driving control shaft 4 is released, namely, the locking of the cabin door of the APU of the airplane at the opening or closing position is released, and the locking driving control shaft 4 can be driven to rotate by the driving control motor 1, so that the cabin door of the APU is opened or closed, as shown in FIG. 1.
For the aircraft APU cabin door control mechanism disclosed in the above embodiment, it can be further understood by those skilled in the art that the APU cabin door control mechanism drives the drive control speed reducer 2, the drive control clutch 3 and the drive control shaft 4 to rotate by driving the control motor 1 to rotate, so as to control the APU cabin door to open or close, and the APU cabin door control mechanism has the advantages of simple structure, compact structure, short force transmission path and reliable drive for opening and closing the APU cabin door.
In some optional embodiments, the above-mentioned aircraft APU cabin door control mechanism further comprises:
the positioning cylinder 8 is sleeved on the periphery of the drive control shaft 4 and is connected to the machine body;
and the locking control sleeve 9 is sleeved on the locking control shaft 7, is inserted into the positioning cylinder 8 when one end of the locking control shaft 7, which is opposite to the locking control speed reducer 6, is inserted into the locking hole, and is matched and connected with the key groove of the positioning cylinder, so that the load borne by the cabin door of the aircraft APU at the opening or closing position can be effectively transmitted to the aircraft body, and the reliable locking of the cabin door of the aircraft APU at the opening or closing position is ensured.
In some alternative embodiments, in the aircraft APU cabin door control mechanism, the positioning cylinder 8 is connected with the airframe through screws.
In some optional embodiments, in the aircraft APU cabin door control mechanism, the output shaft of the driving control clutch 3 and the driving control shaft 4 are meshed and connected through a plurality of gears, so that a large space is reserved between the output shaft of the driving control clutch 3 and the driving control shaft 4, and the arrangement is convenient.
In some optional embodiments, the aircraft APU bay door control mechanism further comprises:
the controller is connected with the drive control motor 1 so as to control the drive control motor 1 to rotate and drive the drive control shaft 4 to rotate;
the controller and the locking control motor 5 rotate to control the locking control motor 5 to rotate, and drive the locking control shaft 7 to axially move along the driving control shaft 4.
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 (5)
1. An aircraft APU hatch control mechanism, 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);
one end of the driving control shaft (4) is connected to the APU cabin door, the other end of the driving control shaft is provided with a locking hole, and the driving control shaft is in tooth pattern fit connection with the output shaft of the driving control clutch (3) so as to be driven by the driving control motor (1) to rotate to open or close the APU cabin door;
a lock control motor (5);
a locking control speed reducer (6) connected to the locking control motor (5);
and the locking control shaft (7) is axially arranged along the driving control shaft (4), one end of the locking control shaft is connected to an output shaft of the locking control speed reducer (6), so that the locking control shaft can be driven by the locking control motor (5) to axially move along the driving control shaft (4), the other end of the locking control shaft is inserted into or separated from the locking hole, and the locking control shaft is matched and connected with a key groove between the locking holes when being inserted into the locking hole.
2. The aircraft APU bay control mechanism of claim 1, wherein,
further comprising:
the positioning cylinder (8) is sleeved on the periphery of the drive control shaft (4) and is connected to the machine body;
the locking control sleeve (9) is sleeved on the locking control shaft (7), one end, back to the locking control speed reducer (6), of the locking control shaft (7) is inserted into the locking hole, inserted into the positioning barrel (8) and matched and connected with the positioning barrel key groove, and when the locking control shaft (7) is separated from the locking hole, the positioning barrel (8) is separated.
3. The aircraft APU bay control mechanism of claim 2, wherein,
the positioning cylinder (8) is connected with the machine body through screws.
4. The aircraft APU bay control mechanism of claim 1, wherein,
the output shaft of the drive control clutch (3) and the drive control shaft (4) are in meshed connection through a plurality of gears.
5. The aircraft APU bay control mechanism of claim 1, wherein,
further comprising:
the controller is connected with the drive control motor (1) so as to control the drive control motor (1) to rotate;
the controller rotates with the locking control motor (5) to control the locking control motor (5) to rotate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122503644.0U CN216665347U (en) | 2021-10-18 | 2021-10-18 | Aircraft APU hatch door control mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122503644.0U CN216665347U (en) | 2021-10-18 | 2021-10-18 | Aircraft APU hatch door control mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216665347U true CN216665347U (en) | 2022-06-03 |
Family
ID=81766448
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122503644.0U Active CN216665347U (en) | 2021-10-18 | 2021-10-18 | Aircraft APU hatch door control mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216665347U (en) |
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2021
- 2021-10-18 CN CN202122503644.0U patent/CN216665347U/en active Active
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