CN118753492A - A side-opening service door also serving as an emergency exit for an aircraft and its mechanism - Google Patents

Abstract

The application belongs to the technical field of aviation, and particularly relates to a side-opening service door for an airplane, which is also used as an emergency exit, and a mechanism thereof, wherein a cabin door main body is hinged on a cabin door frame of a fuselage through a hinge arm mechanism; the first rotating shaft is provided with a pressure relief cam, a latch cam, a lifting cam and an inner handle for driving the first rotating shaft to rotate; the pressure release cam is connected with a pressurizing prevention mechanism for plugging the cabin door opening frame through a connecting rod mechanism, the latch cam is connected with the second rotating shaft through the connecting rod mechanism, and the lifting cam is connected with the lifting power assisting mechanism through a connecting rod; the pressurizing prevention mechanism is connected with a lock mechanism for limiting the movement of the second rotating shaft through a connecting rod mechanism; one end of the second rotating shaft is provided with a latch mechanism for rotating a preset angle to latch the cabin door main body, the outer handle is linked with the inner handle through a connecting rod mechanism, mechanical logic control of each sub-mechanism meeting the requirements of clauses is realized through a cam mechanism, the limited space of the structure is fully utilized to complete arrangement of a plurality of mechanisms, and reliable locking is ensured when the cabin door is closed.

Description

A side-opening service door also serving as an emergency exit for an aircraft and its mechanism

Technical Field

The present application belongs to the field of aviation technology, and in particular relates to a side-opening service door for an aircraft that also serves as an emergency exit and a mechanism thereof.

Background Art

The design of the service door that also serves as an emergency exit must first meet the CCAR-25-R4 airworthiness standard. In other words, in addition to being used to load and unload the aircraft's living facilities and passenger belongings, the door also serves as a Type I emergency exit for ground emergencies, and needs to meet design requirements such as function, weight, strength, rigidity, safety, reliability, maintainability, interchangeability, corrosion protection, human-machine efficiency, lightning protection, environmental life, and cost. The distinctive feature is that the structural mechanism is particularly complex, and the design space is very limited.

The service door is arranged in the airtight compartment of the fuselage. The door structure needs to have sufficient strength and rigidity to meet the requirements of the mechanism layout installed on the door structure, the connection between the door and the fuselage to effectively transfer the load, the door sealing structure design, and weight control. According to the requirements of airworthiness clauses and functional requirements, the door mechanism needs to be arranged with a pressurization prevention mechanism, a lifting mechanism, a locking mechanism, an inner handle, an outer handle, a mechanical indicator device, an upper locking mechanism, a latch mechanism, a flight lock mechanism, a booster spring assembly, a guide centering roller assembly, a door hinge arm mechanism, etc. According to the requirements of airworthiness regulations for emergency exits, the door should be closed, latched and locked reliably to ensure the safety of aircraft flight; the emergency opening operation needs to be simple and not laborious. Design requirements constrain each other.

Summary of the invention

In order to solve the above problems, the present application provides a side-opening service door for an aircraft and an emergency exit and a mechanism thereof, comprising: a door body, and a first rotating shaft, a second rotating shaft, a pressurization prevention mechanism, a lifting assist mechanism, a locking mechanism, a latch mechanism, an upper locking mechanism, an outer handle and an inner handle installed on the door body;

Wherein, the door body is hinged to the fuselage door frame through a hinge arm mechanism;

The first rotating shaft is provided with a pressure relief cam, a latch cam, a lifting cam and an inner handle for driving the first rotating shaft to rotate; the pressure relief cam is connected to a pressurization prevention mechanism for blocking the door frame through a connecting rod mechanism, the latch cam is connected to the second rotating shaft through a connecting rod mechanism, and the lifting cam is connected to a lifting assist mechanism for lifting the door body to a certain height through a connecting rod; the pressurization prevention mechanism is connected to a locking mechanism for limiting the movement of the second rotating shaft through a connecting rod mechanism;

One end of the second rotating shaft is provided with a latch mechanism for latching the door body by rotating at a preset angle, and the outer handle is linked with the inner handle through a connecting rod mechanism.

Preferably, a gust lock mechanism is installed on the hinge arm mechanism, and after the door body is fully opened, the lock hook of the gust lock mechanism engages with the lock shaft on the fuselage door frame to lock the door in the open position.

Preferably, the first rotating shaft is also equipped with a flight lock mechanism to lock the first rotating shaft after the cabin door is closed in place.

Preferably, a plurality of assist springs are arranged on the first rotating shaft and the second rotating shaft to provide pre-tightening torque for the first rotating shaft and the second rotating shaft.

Preferably, the lifting assist mechanism has a connecting piece, one end of which is hinged to the hinge arm mechanism, one end of which is hinged to the door body through a spring, and the other end of which is connected to the lifting cam through a connecting rod mechanism.

Preferably, the outer handle is hinged on the door body through a rotating shaft, the rotating shaft is parallel to the first rotating shaft and the second rotating shaft, and is located between the first rotating shaft and the second rotating shaft. The outer handle has a button, and when the button is pressed, the outer handle engages with the rotating shaft.

Preferably, the other end of the second rotating shaft is provided with an upper locking mechanism, and the upper locking mechanism prevents the door body from falling back when the door body is lifted to a certain height.

Preferably, the working stroke of the pressure relief cam is earlier than that of the latch cam, and the working stroke of the latch cam is earlier than that of the lifting cam.

Preferably, the hinge arm mechanism is provided with a balancing buffer hinge arm mechanism which enables the hinge arm mechanism to move smoothly.

The advantages of this application include: the mechanical logic control of each sub-mechanism that meets the requirements of the clause is realized through the cam mechanism, and the limited space of the structure is fully utilized to complete the arrangement of many mechanisms, ensuring that the hatch door is reliably locked when closed. The hatch door structure is reasonably arranged, can effectively carry the load, has an open space, is convenient for the assembly of itself and the mechanism, and is easy to inspect and maintain; the mechanism principle is correct, the layout is compact, the veins are clear, there is no cross-overlap, and it is easy to adjust and repair.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic diagram of a side-opening service door in a preferred embodiment of the present application without the door body, viewed from the inside out;

FIG2 is a schematic diagram of a side-opening service door in a preferred embodiment of the present application without the door body, viewed from the outside to the inside;

FIG3 is a schematic diagram of a preferred embodiment of the present application showing a side-opening service door without a door body and a hinge arm mechanism, viewed from the inside out;

FIG4 is a schematic diagram of a side-opening service door viewed from the inside to the outside in a preferred embodiment of the present application;

FIG5 is a schematic diagram of a side-opening service door viewed from outside to inside in a preferred embodiment of the present application;

FIG. 6 is a schematic diagram of a side-opening service door according to a preferred embodiment of the present application.

DETAILED DESCRIPTION

In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be further described in detail in detail and in detail in conjunction with the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design. In the absence of conflict, the embodiments in the present application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installed", "connected", "connected" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be 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, an indirect connection through an intermediate medium, or the internal connection of two components. Technical personnel in the field can understand their specific meanings in this application according to the specific circumstances.

The side-opening service door for aircraft which also serves as an emergency exit and its mechanism are composed of a door structure and a door mechanism. The door structure assembly is composed of a door body, a stop joint, a sealing belt 1, a fairing skin 2, an observation window assembly 12, etc.; the door mechanism includes a first rotating shaft 22, a second rotating shaft 23, a pressurization prevention mechanism 4 with a pressure relief cover, a lifting assist mechanism 14, a locking mechanism 6, a latch mechanism 11, an upper locking mechanism 10, an outer handle 8 and an inner handle 7, a mechanical indicating device, a guide centering roller assembly 15 located at the edge of the door body for centering the door body, and a door hinge arm mechanism.

The main body of the door is composed of skin, longitudinal beams, front/rear frames, bulkheads, stop joints, sealing structures, handle boxes, observation windows, etc. The main load-bearing structure of the door is arranged with 5 longitudinal beams, and stop joints are arranged at both ends of each longitudinal beam. The airtight load is transmitted to the fuselage door frame through the longitudinal beams and stop joints. The outer skin is aluminum alloy milling skin, which is riveted to the main load-bearing structure of the door. The door is equipped with four sets of guide wheels and guide grooves to control the movement trajectory of the door. The rectifier blocks the gap between the door and the fuselage to maintain the aerodynamic shape.

Wherein, the door body is hinged to the fuselage door frame through a hinge arm mechanism 17;

The first rotating shaft 22 is provided with a pressure relief cam 21, a latch cam 19, a lifting cam 20 and an inner handle 7 for driving the first rotating shaft 22 to rotate; the pressure relief cam 21 is connected to a pressurization prevention mechanism 4 for blocking the cabin door frame through a connecting rod mechanism, the latch cam 19 is connected to the second rotating shaft 23 through a connecting rod mechanism, and the lifting cam 20 is connected to a lifting assist mechanism 14 for lifting the cabin door body to a certain height through a connecting rod; the pressurization prevention mechanism 4 is connected to a locking mechanism 6 for limiting the movement of the second rotating shaft 23 through a connecting rod mechanism; the pressure relief cam 21 and the lifting cam 20 are two cam surfaces of the same cam, and the pressure relief cam 21, the latch cam 19 and the lifting cam 20 all form a cam groove, and the mechanism is connected to the cam groove through a roller.

One end of the second rotating shaft 23 has a latch mechanism 11 for latching the door body by rotating at a preset angle, and the outer handle 8 is linked to the inner handle 7 through a connecting rod mechanism.

Preferably, a gust lock mechanism 18 is installed on the hinge arm mechanism 17. After the door body is fully opened, the lock hook of the gust lock mechanism 18 engages with the lock shaft on the fuselage door frame to lock the door in the open position.

Preferably, the first rotating shaft 22 is also equipped with a flight lock mechanism 13, which locks the first rotating shaft 22 after the cabin door is closed. The flight lock mechanism is an independent mechanism, which can be locked after the cabin door is closed to lock the cabin door mechanism to prevent the cabin door from being accidentally opened due to misoperation.

Preferably, a plurality of assist springs are disposed on the first rotating shaft 22 and the second rotating shaft 23 to provide pre-tightening torque for the first rotating shaft 22 and the second rotating shaft 23 .

Preferably, the lifting assist mechanism 14 has a connecting piece, one end of which is hinged to the hinge arm mechanism 17, one end of which is hinged to the door body through a spring, and the other end of which is connected to the lifting cam 20 through a connecting rod mechanism.

Preferably, the outer handle 8 is hinged on the door body through a rotating shaft, the rotating shaft is parallel to the first rotating shaft 22 and the second rotating shaft 23, and is located between the first rotating shaft 22 and the second rotating shaft 23. The outer handle 8 has a button, and when the button is pressed, the outer handle 8 engages with the rotating shaft.

Preferably, the other end of the second rotating shaft 23 is provided with an upper locking mechanism 10, and the upper locking mechanism 10 prevents the door body from falling back after the door body is lifted to a certain height.

Preferably, the working stroke of the pressure relief cam 21 is earlier than that of the latch cam 19, and the working stroke of the latch cam 19 is earlier than that of the lifting cam 20. Specifically, the three groups of cams are fixedly connected to the first rotating shaft. According to the designed trajectory and movement logic, the pressure relief cam 21 first drives the pressure increase prevention mechanism to open the pressure relief port cover; when the pressure increase prevention mechanism moves, it also drives the lock mechanism to move to unlock the mechanism; then, the latch cam 19 drives the latch mechanism to move to unlatch the door; at the same time, the lifting cam drives the lifting mechanism to move to lift the door, and the lifting assist mechanism provides assistance. After the door is lifted into place, it can be opened by pushing the door.

Preferably, the hinge arm mechanism 17 is provided with a balancing buffer hinge arm mechanism 24 which enables the hinge arm mechanism 17 to move smoothly, thereby achieving parallel movement of the door relative to the fuselage during the opening process, and the buffer achieves motion buffering.

The outer handle box is equipped with a connecting rod clutch mechanism that controls the linkage between the inner and outer handles. When the outer handle is used to operate the hatch, the mechanism can be driven by pressing the cover of the outer handle box to lock the shaft and realize the operation of the hatch mechanism. When the inner handle is used to operate the hatch, the mechanism releases the shaft at the outer handle and the outer handle will not move.

When the door is lifted and moves in the opening direction away from the fuselage door frame, the limit support installed on the fuselage door frame releases the upper lock mechanism. Under the action of the torsion spring, the stop rocker locks the latch rocker in the open position, so that the door remains in the lifted position.

The stop lock seat is fixedly connected to the latch shaft of the latch rocker arm near the latch mechanism, and the lock key of the lock mechanism is engaged with it to achieve the locking of the cabin door latch mechanism. The profile of the stop lock seat and the lock key is designed in coordination with the rotation angle of the latch shaft and the lock key, which can ensure that the latch cannot be unlatched when the lock mechanism is not unlocked; the lock mechanism cannot be locked when the latch mechanism is not latched, meeting the requirements of airworthiness clauses.

The main function of the pressurization prevention mechanism is to ensure that the pressure relief cover is in the open position when the cabin door is not fully closed, latched and locked, so that the aircraft cannot be pressurized to an unsafe level. It is an indicator of the state of the cabin door being fully closed, latched and locked. In addition, during the operation of opening the cabin door, the mechanism will act first to release the possible residual pressure in the cabin door to ensure the safety of the operator.

The entire door mechanism is controlled by the handle mechanism and the cam plate fixed on its rotating shaft, which meets the movement logic sequence requirements of each sub-mechanism and realizes the mechanical logic sequence control of the door pressurization prevention mechanism, lock mechanism, latch mechanism and lifting mechanism.

Working principle:

When opening the door, turn the inner and outer handles upward, the door pressurization prevention cover opens, and the lock mechanism opens at the same time; continue to turn the handle, the door rises, and after it is lifted into place, the holding mechanism locks the door in the raised position. Push the door outward, and when the door rotates close to the fuselage, the anti-collision device works, the gust lock is locked, and the door is fully opened.

When closing the door, turn the gust lock handle to unlock the gust lock. Pull/push the door backward, and the door will move backward in a circular direction to the door frame area while maintaining a posture parallel to the fuselage skin. Continue to pull/push the door so that it enters the door frame, turn the handle downward, and the door will sink to the fully closed position. The mechanism locks and the door is closed.

Based on the latest airworthiness regulations, multiple design requirements and the constraints of limited space, the present invention arranges the door structure and designs the intersection of the mechanism reasonably, realizes the mechanical logic control of each sub-mechanism that meets the requirements of the clause through the cam mechanism, makes full use of the limited space of the structure to complete the arrangement of many mechanisms, and ensures that the door is reliably locked when closed. The door structure is reasonably arranged, can effectively carry the load, has an open space, is convenient for the assembly of itself and the mechanism, and is easy to inspect and maintain; the mechanism principle is correct, reliably locked, compactly arranged, clear in context, without cross-overlapping, and easy to adjust and repair.

The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims (9)

1. A side-opening service door for an aircraft and serving as an emergency exit and its mechanism, characterized in that it comprises: a door body, and a first rotating shaft (22), a second rotating shaft (23), a pressurization prevention mechanism (4), a lifting assist mechanism (14), a locking mechanism (6), a latch mechanism (11), an upper locking mechanism (10), an outer handle (8) and an inner handle (7) installed on the door body; Wherein, the door body is hinged to the fuselage door frame through a hinge arm mechanism (17); The first rotating shaft (22) is provided with a pressure relief cam (21), a latch cam (19), a lifting cam (20) and an inner handle (7) for driving the first rotating shaft (22) to rotate; the pressure relief cam (21) is connected to a pressurization prevention mechanism (4) for blocking the cabin door frame through a connecting rod mechanism, the latch cam (19) is connected to the second rotating shaft (23) through a connecting rod mechanism, and the lifting cam (20) is connected to a lifting assist mechanism (14) for lifting the cabin door body to a certain height through a connecting rod; the pressurization prevention mechanism (4) is connected to a locking mechanism (6) for limiting the movement of the second rotating shaft (23) through a connecting rod mechanism; One end of the second rotating shaft (23) is provided with a latch mechanism (11) for latching the door body by rotating at a preset angle, and the outer handle (8) is linked with the inner handle (7) through a connecting rod mechanism. 2. The side-opening service door and its mechanism for an aircraft that also serves as an emergency exit as described in claim 1 is characterized in that a gust lock mechanism (18) is installed on the hinge arm mechanism (17). After the door body is fully opened, the lock hook of the gust lock mechanism (18) engages with the lock shaft on the fuselage door frame to lock the door in the open position. 3. The side-opening service door and its mechanism for an aircraft that also serves as an emergency exit as described in claim 1 is characterized in that the first rotating shaft (22) is also equipped with a flight lock mechanism (13) to lock the first rotating shaft (22) after the cabin door is closed. 4. The side-opening service door for an aircraft that also serves as an emergency exit and its mechanism as described in claim 1 is characterized in that a plurality of assist springs are arranged on the first rotating shaft (22) and the second rotating shaft (23) to provide pre-tightening torque for the first rotating shaft (22) and the second rotating shaft (23). 5. The side-opening service door and its mechanism for an aircraft that also serves as an emergency exit as described in claim 1 is characterized in that the lifting assist mechanism (14) has a connecting piece, one end of which is hinged to the hinge arm mechanism (17), one end is hinged to the door body through a spring, and the other end is connected to the lifting cam (20) through a connecting rod mechanism. 6. The side-opening service door for aircraft that also serves as an emergency exit and its mechanism as described in claim 1, characterized in that the outer handle (8) is hinged on the door body through a rotating shaft, the rotating shaft is parallel to the first rotating shaft (22) and the second rotating shaft (23), and is located between the first rotating shaft (22) and the second rotating shaft (23), and there is a button on the outer handle (8), and when the button is pressed, the outer handle (8) engages with the rotating shaft. 7. The side-opening service door and its mechanism for an aircraft serving as an emergency exit as described in claim 1, characterized in that the other end of the second rotating shaft (23) is provided with an upper locking mechanism (10), and the upper locking mechanism (10) prevents the door body from falling back when the door body is lifted to a certain height. 8. The side-opening service door and its mechanism for an aircraft that also serves as an emergency exit as described in claim 1, characterized in that the working stroke of the pressure relief cam (21) is earlier than that of the latch cam (19), and the working stroke of the latch cam (19) is earlier than that of the lifting cam (20). 9. The side-opening service door for aircraft that also serves as an emergency exit and its mechanism as described in claim 1, characterized in that the hinge arm mechanism (17) is provided with a balancing and buffering hinge arm mechanism (24) that allows the hinge arm mechanism (17) to move smoothly.