Door stop structure and aircraft door

Abstract

The present invention relates to a door stop structure, which is arranged between an aircraft door and an aircraft fuselage, and comprises: a fuselage stop block, which is fixed to the aircraft fuselage; a stop pin, which is fixed to the aircraft door, and when the aircraft door is closed to the aircraft fuselage and the aircraft cabin is pressurized, the stop pin is stopped by the fuselage stop block and is electrically connected to the fuselage stop block; and an electrical overlap structure, which makes the aircraft door electrically connected to the aircraft fuselage when the aircraft door is closed to the aircraft fuselage and the aircraft cabin is not pressurized. This door stop structure can add a conductive path to the door when the stop pin is disengaged from the stop block before pressurization, thereby reducing the resistance value of the door and the door frame structure before pressurization, thereby effectively increasing the electromagnetic protection capability of the door. In addition, the present invention also relates to an aircraft door.

Description

Technical Field

[0001] The present invention relates to a cabin door stop structure, and more particularly to a cabin door stop structure with an electric overlap function. In addition, the present invention also relates to an aircraft cabin door comprising the cabin door stop structure. Background Art

[0002] The main purpose of electromagnetic shielding of aircraft doors, such as airplane boarding doors, is to electromagnetically isolate the outside of the aircraft from the inside of the aircraft, preventing harmful electromagnetic fields outside the aircraft from entering the interior of the aircraft and thus damaging personnel or equipment inside the aircraft.

[0003] In addition, in order to ensure the airtightness of the aircraft, the door seal should have a greater compression after the aircraft cabin is pressurized. Therefore, in the current aircraft door stop structure, before the aircraft cabin is pressurized, although the door is closed, there will be a gap between the door stop pin and the fuselage stop block, so that an effective electrical path cannot be formed between the door stop pin and the fuselage stop block, that is, an effective point path cannot be formed between the door and the fuselage. At this time, the resistance value of the door and the door frame structure is relatively large, and there is a disadvantage of weak electromagnetic protection capability.

[0004] In order to solve this problem, in the prior art, conductive rubber has been used in the electromagnetic shielding structure of the cabin door to seal and electrically connect the cabin door to the fuselage structure.

[0005] For example, in the invention patent with publication number WO2013042362A1 and titled "Gasket seal, aircraft door, seal structure for aircraft opening, and aircraft" published on March 28, 2013, a structure for shielding electromagnetic waves for aircraft doors is disclosed. A sealing gasket made of rubber is installed around the door, and conductive fibers are laid on the surface of the sealing gasket. When the door is closed, the sealing gasket is on the door frame skin, and the edge of the door frame skin is affixed with a structure made of conductive material, so as to achieve the function of electrically lap-bonding the door and the door frame and providing electromagnetic shielding.

[0006] In addition, in the invention patent with publication number CN113200139A and titled "Electromagnetic Shielding Device for Aircraft Boarding Door" published on August 3, 2021, an electromagnetic shielding device for aircraft boarding door is disclosed, including: conductive rubber seal, foam conductive pad and splint. When the cabin door is closed and the cabin is pressurized, the cabin pressure is greater than the pressure outside the cabin, the cabin door is naturally compressed, the conductive rubber seal and the foam conductive pad are squeezed against each other, and the conductive rubber seal is deformed to fill the gap completely, ensuring good surface contact, continuous conductivity, and forming an electromagnetic shielding interface.

[0007] However, the inventors found that these electromagnetic shielding structures still cannot meet the shielding requirements of a certain type of domestic large civil aircraft, especially when the aircraft cabin is not pressurized, resulting in unsatisfactory electrical contact between the sealing gasket and the cabin door and door frame.

[0008] Therefore, there is an urgent need to provide an improved door stop structure, which can overcome one or more shortcomings in the prior art. Summary of the invention

[0009] The present invention proposes a door stop structure that can be applied to a door in a pressurized area of ​​an aircraft. The door stop structure can reduce the resistance value between the door and the door frame structure before pressurization, thereby reducing the resistance value between the aircraft door and the aircraft fuselage, thereby enhancing the electromagnetic protection capability of the aircraft door before pressurization.

[0010] According to one aspect of the present invention, a door stop structure is provided, wherein the door stop structure is arranged between an aircraft door and an aircraft fuselage, and the door stop structure may include:

[0011] A fuselage stop block, the fuselage stop block can be fixed to the aircraft fuselage;

[0012] a stop pin that can be fixed to the aircraft door and is stopped by and in electrical communication with the fuselage stop block when the aircraft door is closed to the aircraft fuselage and the aircraft cabin is pressurized; and

[0013] The electrical bonding structure electrically connects the aircraft door to the aircraft fuselage when the aircraft door is closed to the aircraft fuselage and the aircraft cabin is not pressurized.

[0014] This door stop structure can add a conductive path for the door when the stop pin and the stop block are disengaged before the aircraft cabin is pressurized, thereby reducing the resistance value between the door and the door frame structure before pressurization, and then reducing the resistance value between the aircraft door and the aircraft fuselage, thereby effectively increasing the electromagnetic protection capability of the aircraft door.

[0015] According to the above-mentioned aspects of the present invention, preferably, at least a portion of the electrical overlap structure can be fixedly attached to the fuselage stop block or stop pin, and, for example, electrically connected to the fuselage stop block or stop pin, so as to more reliably achieve electrical connection between the aircraft cabin door and the aircraft fuselage (such as a door frame).

[0016] According to the above aspect of the present invention, preferably, the electrical bridging structure may include a conductive spring sheet, the first end of which is fixed to the fuselage stopper, and the second end of which is a free end and elastically abuts against the aircraft door. In this way, during the closing of the door to the aircraft fuselage, the second end of the conductive spring sheet can be tightly abutted against the door, for example, against its conductive structure, thereby reliably ensuring electrical connection between the aircraft door and the aircraft fuselage (for example, a door frame).

[0017] According to the above aspect of the present invention, preferably, the electrical overlap structure may further include a bolt and a matching nut, and the first end of the conductive spring sheet is fixed to the fuselage stop block by means of the bolt and the nut. Through this structure, the cabin door stop structure has strong applicability and can be installed on various cabin door structures, so that most cabin doors using the stop structure can adopt the technical solution according to the present invention, thereby improving the electromagnetic protection capability of the cabin door in the unpressurized state.

[0018] According to the above aspect of the present invention, preferably, the cross section of the conductive spring piece can be a U-shaped structure, one side of the U-shaped structure corresponds to the first end, and the first end includes two spaced-apart legs, and the conductive spring piece is fixed to the fuselage stop block by means of the two legs. This structure allows the conductive spring piece to have a larger elastic displacement stroke, can withstand frequent elastic compression, and ensures that the second end of the conductive spring piece can be tightly against the cabin door.

[0019] According to the above aspect of the present invention, preferably, in order to further enable the conductive spring piece to have a larger elastic displacement stroke, the second end of the conductive spring piece can be centrally arranged between the two leg portions and include a protruding piece extending away from the first end. With this structure, the conductive spring piece is easily accessible and easy to disassemble, which is convenient for flight line maintenance.

[0020] According to the above aspect of the present invention, preferably, the end of the protruding piece may include a circular arc portion, so that the end extends toward the first end, so as to facilitate the aircraft door to come into contact with or out of contact with the aircraft fuselage during opening and closing, and avoid being stuck on the corresponding contact portion.

[0021] According to another aspect of the present invention, there is also provided an aircraft cabin door, which can be attached to the aircraft fuselage by means of a hinge so as to be switchable between a cabin door open position and a cabin door closed position, wherein an elastic seal can be provided in the gap between the aircraft cabin door and the aircraft fuselage, and the thickness of the elastic seal is greater than the height of the gap, and the aircraft cabin door can include a cabin door stop structure according to the above aspect. Through this aircraft cabin door, the electrical connection between the cabin door and the fuselage can be increased before the cabin is pressurized, thereby effectively reducing the resistance value between the cabin door and the door frame, and effectively meeting the shielding requirements of a certain type of domestic large civil aircraft.

[0022] According to the above aspects of the present invention, preferably, the door stop structure can be arranged at two sides of the aircraft door adjacent to the hinge, so as to better enhance the electrical connection capability and increase the conductive margin to more reliably reduce the resistance value between the door and the door frame.

[0023] According to the above aspects of the present invention, preferably, in order to better meet the electromagnetic shielding requirements and reduce the resistance value between the aircraft door and the aircraft fuselage, the elastic sealing member may further include conductive rubber.

[0024] Compared with the existing door stop structure, the present invention adds an electrical lap joint structure such as a conductive spring sheet. Before the aircraft is pressurized and the door stop pin is disengaged from the fuselage stop block, the door stop pin structure and the fuselage stop block can be electrically overlapped, thereby effectively reducing the resistance value between the door and the door frame, thereby achieving the effect of enhancing the electromagnetic protection capability of the door before the door is pressurized.

[0025] The structure of the present invention has wide applicability. For hatches using a stop structure, if higher electromagnetic protection requirements are required, the structure of the present invention can be used.

[0026] In addition, the door stop structure of the present invention has little modification to the existing door actuation structure, is easy to implement, and has low cost. Its structural form and function are highly innovative and can be applied to the civil aviation field, military aviation field, general aviation field, aerospace field, etc., which have high electromagnetic protection requirements.

[0027] Therefore, the hatch door stopping structure of the present invention can meet the use requirements, overcome the shortcomings of the prior art and achieve the predetermined purpose. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to further clearly describe the door stop structure according to the present invention, the present invention will be described in detail below in conjunction with the accompanying drawings and specific embodiments. In the accompanying drawings:

[0029] Figure 1 is a schematic diagram of an aircraft door according to a non-limiting embodiment of the present invention, showing the aircraft door in a closed state;

[0030] Figure 2 is a schematic side view of a door stop structure according to a non-limiting embodiment of the present invention, wherein the aircraft door is in a closed state;

[0031] Figure 3 is a schematic top view of a door stop structure according to a non-limiting embodiment of the present invention; and

[0032] Figure 4is a schematic exploded perspective view of a door stop structure according to a non-limiting embodiment of the present invention.

[0033] The above drawings are merely schematic and are not drawn strictly to scale.

[0034] List of reference numerals in the figures and embodiments:

[0035] 100-Door stop structure, including;

[0036] 10-Body stop block, including;

[0037] 10A-fixed part;

[0038] 10B-stop part;

[0039] 10C-strengthening ribs;

[0040] 20- stop nail;

[0041] 30-Electrical bonding structure, including;

[0042] 31-conductive spring sheet;

[0043] 31A-first end;

[0044] 31B-second end;

[0045] 32-bolt;

[0046] 33-nut;

[0047] 200- Aircraft doors, including;

[0048] 201-Stop nail base, including;

[0049] 201A-base fixing part;

[0050] 201B- base protrusion;

[0051] 201C-base reinforcement rib;

[0052] 300-aircraft fuselage;

[0053] 400-Hinges. DETAILED DESCRIPTION

[0054] It should be understood that, unless expressly stated otherwise, the present invention may adopt various alternative orientations and step sequences. It should also be understood that the specific devices shown in the drawings and described in the specification are merely exemplary embodiments of the inventive concepts disclosed and defined herein. Therefore, unless otherwise expressly stated, the specific orientations, directions or other physical characteristics of the various embodiments disclosed should not be considered as limiting.

[0055] Figure 1 FIG. 2 is a schematic diagram of an aircraft door 200 according to a non-limiting embodiment of the present invention, showing the aircraft door 200 in a closed state. Figure 1 The aircraft door 200 shown in the figure is a door arranged at the belly of the fuselage of the aircraft (such as the belly of the fuselage of a passenger aircraft), for example, for maintenance and repair, but the inventive concepts discussed herein can be equally applicable to other types of aircraft doors with similar structures or shielding requirements.

[0056] exist Figure 1 In the illustrated embodiment, the aircraft door 200 is attached to the aircraft fuselage 300 by means of two hinges 400 (e.g., 2 hinges 400 shown in the drawings) disposed on one side of the door. One end of the hinge 400 may be connected to the aircraft door 200, while the other end of the hinge 400 may be attached to a pivot disposed on the aircraft fuselage 300, for example, so that the hinge 400 can pivot around the pivot to switch between the door open position and the door closed position.

[0057] In the example shown in the figures, the hinge 400 may allow the aircraft door 200 to be opened upwards, ie towards the interior of the aircraft fuselage 300 , and to be moved downwards in the opposite direction relative to the fuselage in order to close the aircraft fuselage 300 .

[0058] In addition, an elastic seal may be provided in the gap between the aircraft door 200 and the aircraft fuselage 300 . The elastic seal may, for example, be provided around the periphery of the aircraft door 200 , and the thickness of the elastic seal may be greater than the height of the gap.

[0059] As a preferred embodiment, the elastic sealing member may include conductive rubber to enhance the conductivity between the aircraft door 200 and the aircraft fuselage 300 .

[0060] Generally, in order to enhance the electromagnetic protection capability of the cabin door before pressurization, an electrical bonding wire can be provided at the position of the hinge 400. However, the inventors have found that this electrical bonding structure cannot meet the electromagnetic protection capability of the cabin door required by a certain domestic large passenger aircraft. Figure 1 In the embodiment, a door stop structure 100 having an electrical overlap function may be provided at two sides of the aircraft door 200 adjacent to the hinge 400 .

[0061] In this embodiment, two door stop structures 100 may be respectively disposed on opposite sides of the aircraft door 200, so that each aircraft door 200 may include four door stop structures 100. However, it should be understood that the embodiments in the drawings are schematic, and those skilled in the art may dispose a corresponding number of door stop structures 100 as required, and their disposition positions may be different from those shown in the drawings.

[0062] Figure 2 and Figure 3 1 and 2 are schematic side and top views, respectively, of a door stop structure 100 according to a non-limiting embodiment of the present invention, wherein an aircraft door 200 is in a closed state.

[0063] like Figure 2 and Figure 3 As shown in and as a preferred embodiment, the door stopping structure 100 may be disposed between an aircraft door 200 and an aircraft fuselage 300 , and may include: a fuselage stopping block 10 , a stopping pin 20 and an electrical overlap structure 30 .

[0064] Figure 4 is a schematic exploded perspective view of a door stop structure 100 according to a non-limiting embodiment of the present invention. Figure 4 As more clearly shown in FIG. 1 , the fuselage stopper 10 may include, for example, a fixing portion 10A, a stopper portion 10B and a reinforcing rib 10C.

[0065] The fixed portion 10A may be conformed and fixed to the aircraft fuselage 300 , such as by a plurality of fasteners to a door frame portion of the aircraft fuselage 300 , and may be in electrical communication with the aircraft fuselage 300 , such as by four bolts and nuts as shown in the drawings.

[0066] The stop portion 10B may extend substantially perpendicularly to the fixed portion 10A. For example, the stop portion 10B may extend so that at least a portion of the stop portion 10B is located on a moving path of the aircraft door 200 when it is opened or closed, so as to limit the position of the aircraft door 200 when it is closed, and to ensure that when the aircraft cabin is pressurized, the aircraft door 200 abuts against the stop portion 10B to form an airtight seal.

[0067] The reinforcing rib 10C may be symmetrically disposed between the fixing portion 10A and the stopper portion 10B and may have a triangular shape. Preferably, the portion of the stopper portion 10B away from the fixing portion 10A has no reinforcing rib 10C, so that the portion has a flat contact surface to form a better stopper.

[0068] Return to reference Figure 2 and Figure 3 The retaining pin 20 can be fixed to the aircraft door 200, for example, via a retaining pin base 201. Figure 2 and 3 As shown in FIG, the stopping nail base 201 may include a base fixing portion 201A, a base protruding portion 201B and a base reinforcing rib 201C.

[0069] The base fixing portion 201A may be conformable and fixed to the aircraft door 200, such as by a plurality of fasteners to a peripheral portion of the aircraft door 200, and may be in electrical communication with the aircraft door 200, such as by the four bolts and nuts shown in the drawings.

[0070] The base protrusion 201B may extend substantially perpendicularly to the base fixing portion 201A, for example, the base protrusion 201B may extend such that at least a portion of the base protrusion 201B overlaps at least a portion of the stopper portion 10B in the relative movement direction.

[0071] The retaining pin 20 may be secured to and in electrical communication with the base protrusion 201B, such as by means of a snap-on stop structure, a threaded fastener, or the like.

[0072] The stopping nail 20 may have a substantially cylindrical shape, and an end thereof contacting the stopper portion 10B may include a rounded tip for better contact with the stopper portion 10B, thereby ensuring electrical communication between the stopping nail 20 and the body stopper block 10 .

[0073] The base reinforcement rib 201C can be symmetrically arranged between the base fixing portion 201A and the base protruding portion 201B, and can have a triangular shape. Preferably, as shown in the figure, four base reinforcement ribs 201C can be arranged, that is, each side portion is provided with a base reinforcement rib 201C to ensure the structural strength of the stop pin base 201, thereby ensuring that the stop pin 20 is reliably stopped by the fuselage stop block 10.

[0074] During the closing of the aircraft door 200 to the aircraft fuselage 300 and the pressurization of the aircraft cabin, the stop pin 20 may be stopped by the fuselage stop block 10 and be in electrical communication with the fuselage stop block 10 .

[0075] like Figure 2 As shown, the stopping nail 20 has been stopped by the fuselage stopping block 10 , and the fuselage stopping block 10 is in electrical connection with the stopping nail 20 .

[0076] According to a preferred embodiment of the present invention and as shown in the figure, the electrical bonding structure 30 can be fixedly attached to the fuselage stop block 10, for example, at least a portion of the electrical bonding structure 30 is fixed to the fixed portion 10A. Alternatively, the electrical bonding structure 30 can be fixed to the stop nail base 201 or the stop nail 20.

[0077] exist Figure 4In the illustrated embodiment, the electrical bonding structure 30 may include a conductive spring sheet 31, and a first end 31A of the conductive spring sheet may be fixed to the fuselage stopper 10. For example, the first end 31A of the conductive spring sheet 31 may be fixed to the fuselage stopper 10 by means of a bolt 32 and a nut 33. For example, the first end 31A of the conductive spring sheet 31 may be fixed to the fixing portion 10A of the fuselage stopper 10.

[0078] As a preferred embodiment, the conductive spring sheet 31 can be made of the same material as the fuselage stop block 10 and the stop pin 20, and has good conductivity and elastic reset ability, such as aluminum, iron or their alloys.

[0079] As a non-limiting embodiment, the cross-section of the conductive spring piece 31 can be a U-shaped structure, one side of the U-shaped structure corresponds to the first end 31A, and the first end 31A includes two spaced-apart leg portions, and the conductive spring piece 31 is fixed to the fuselage stop block 10 by means of the two leg portions, for example, by means of bolts 32 and nuts 33, and is simultaneously fixed to the aircraft fuselage 300.

[0080] Continuing to refer to the drawings, the second end 31B of the conductive spring sheet 31 is a free end and elastically abuts against the aircraft door 200. For example, Figure 4 The second end 31B of the conductive spring piece 31 shown in the figure can be centrally arranged between the two leg portions and include a protrusion extending away from the first end 31A, and the protrusion can include two bent portions. In addition, the bent portion near the end of the protrusion can be an arc portion so that the end extends toward the first end 31A.

[0081] Before the aircraft cabin is pressurized, due to the rebound force of the seal on the aircraft door 200, there will be a gap between the stop pin 20 and the fuselage stop block 10, resulting in the aircraft door 200 and the aircraft fuselage 300 structure not overlapping, resulting in a large resistance between the two, which will weaken the electromagnetic protection capability of the door.

[0082] According to the present invention, the electrical bonding structure 30 (e.g., the conductive spring sheet 31) electrically connects the aircraft door 200 with the aircraft fuselage 300 when the aircraft door 200 is closed to the aircraft fuselage 300 and the aircraft cabin is not pressurized. At this time, the conductive spring sheet 31 directly bonds with the aircraft door 200 when the stop pin 20 is not in contact with the fuselage stop block 10, thereby constructing a conductive path between the aircraft door 200 and the aircraft fuselage 300 in the non-pressurized state. This reduces the resistance value of the door and the door frame structure before pressurization, thereby effectively enhancing the electromagnetic protection capability of the door before pressurization.

[0083] In some embodiments, the conductive spring piece 31 can be modified in appearance according to the structure of the fuselage stop block 10 and the door stop pin 20 to ensure applicability.

[0084] In some embodiments, the conductive spring sheet 31 may be replaced by a hinged metal sheet with a torsion spring.

[0085] As used herein, the terms "upward", "downward" and "first", "second", etc., which indicate the position or orientation, and the terms "first", "second", etc., which indicate the order, are only intended to enable those skilled in the art to better understand the concept of the present invention as shown in the form of a preferred embodiment, and are not intended to limit the present invention. Unless otherwise specified, all orders, positions or orientations are only used for the purpose of distinguishing one element / component / structure from another element / component / structure, and unless otherwise specified, do not represent any particular order, order of operation, direction or orientation. For example, in an alternative embodiment, the "first end" may be the "second end".

[0086] In summary, the door stopping structure 100 according to the embodiment of the present invention overcomes the shortcomings of the prior art and achieves the intended purpose of the invention.

[0087] Although the hatch door stop structure of the present invention is described above in conjunction with the preferred embodiments, those skilled in the art should recognize that the above examples are only for illustration and cannot be used as limitations of the present invention. Therefore, various modifications and variations can be made to the present invention within the spirit of the claims, and these modifications and variations will fall within the scope required by the claims of the present invention.

Claims

1. A door stop structure (100), the door stop structure being arranged between an aircraft door (200) and an aircraft fuselage (300), and comprising: a fuselage stop block (10), the fuselage stop block being fixed to the aircraft fuselage (300); a stop pin (20) fixed to the aircraft door (200) and stopped by the fuselage stop block (10) and in electrical communication with the fuselage stop block (10) when the aircraft door (200) is closed to the aircraft fuselage (300) and the aircraft cabin is pressurized; as well as an electrical bonding structure (30) which electrically connects the aircraft door (200) to the aircraft fuselage (300) when the aircraft door (200) is closed to the aircraft fuselage (300) and the aircraft cabin is not pressurized, Wherein, at least a portion of the electrical bonding structure (30) is fixedly attached to the fuselage stop block (10) or the stop pin (20).

2. The door stop structure (100) according to claim 1, characterized in that: The electrical bonding structure (30) comprises a conductive spring sheet (31), a first end (31A) of the conductive spring sheet being fixed to the fuselage stop block (10), and a second end (31B) of the conductive spring sheet (31) being a free end and elastically resting against the aircraft door (200).

3. The door stop structure (100) according to claim 2, characterized in that: The electrical bonding structure (30) further comprises a bolt (32) and a matching nut (33), and the first end (31A) of the conductive spring sheet (31) is fixed to the fuselage stop block (10) by means of the bolt (32) and the nut (33).

4. The door stop structure (100) according to claim 2, characterized in that: The cross section of the conductive spring sheet (31) is a U-shaped structure, one side of the U-shaped structure corresponds to the first end (31A), and the first end (31A) includes two spaced-apart supporting legs, and the conductive spring sheet (31) is fixed to the fuselage stop block (10) by means of the two supporting legs.

5. The door stop structure (100) according to claim 4, characterized in that: The second end (31B) of the conductive spring piece (31) is centrally disposed between the two leg portions and includes a protruding piece extending away from the first end (31A).

6. The door stop structure (100) according to claim 5, characterized in that: The tip of the protrusion includes a rounded portion so that the tip extends toward the first end (31A).

7. An aircraft door (200) attached to an aircraft fuselage (300) by means of a hinge (400) for switching between a door open position and a door closed position, wherein: An elastic seal is provided in a gap between the aircraft door (200) and the aircraft fuselage (300), and a thickness of the elastic seal is greater than a height of the gap, wherein the aircraft door (200) comprises a door stop structure (100) according to any one of claims 1 to 6.

8. The aircraft door (200) according to claim 7, characterized in that: The door stop structure (100) is disposed at two side portions of the aircraft door (200) adjacent to the hinge (400).

9. The aircraft door (200) according to claim 7, characterized in that: The elastic sealing member includes conductive rubber.

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