Aircraft door assembly

Abstract

The present application relates to an aircraft door assembly. The aircraft door assembly includes a door; a hinge arm; an upper lift arm and a lower lift arm; a lift shaft including a lift shaft drive secured to the lift shaft; a guide cam block secured to the door, the other end of the lift shaft pivotally connected to the guide cam block; a lower link assembly including a lower link member connected between the lift shaft and the lower lift arm, and a stop member in contact with the lift shaft drive and the guide cam block, respectively, to limit movement of the stop member relative to the lift shaft, wherein the guide cam block and the lift shaft drive collectively restrain the stop member from moving relative to the lift shaft when the door is in a closed condition, and wherein the guide cam block restrains and guides the movement of the stop member relative to the lift shaft during movement of the door between the closed condition and a fully raised condition, and the lift shaft drive actuates movement of the stop member.

Description

Technical Field

[0001] This invention relates to an aircraft door assembly, specifically to an aircraft door assembly that prevents the lifting assembly from being accidentally opened by assisted actuation when the door is closed, thereby improving door safety. This invention belongs to the field of aircraft door component design. Background Technology

[0002] The sequence of opening / closing pressurization prevention doors, unlocking / locking, latching / unlatching, and raising / lowering during the opening / closing of aircraft cabin doors must meet airworthiness compliance requirements.

[0003] The timing control of the relevant states of the hatch during the entire opening / closing process typically employs multiple over-center four-bar linkages to achieve delayed hatch lifting. This results in a smaller rotation angle of the handle during the lifting phase, and based on the lever principle, a smaller handle lever arm, leading to excessive operating loads during hatch opening / closing.

[0004] The anti-reverse propulsion performance of the over-center four-bar linkage is greatly affected by the component parameters, which constrains the design of the door's tie rod length, a key component dimension.

[0005] Therefore, there is an urgent need to propose a door assembly for aircraft with low handle operation load, which prevents the power-operated door from opening accidentally when the door is closed, while still achieving control over the sequence of aircraft door lifting and lowering, in order to meet airworthiness compliance requirements. Summary of the Invention

[0006] To ensure that the opening / closing of the pressurization prevention door, unlocking / locking, latching / unlatching, and lifting / lowering sequence during aircraft door opening / closing meets airworthiness compliance requirements, and to avoid the risk of assisted reverse-drive by the auxiliary lifting assembly of the door, an aircraft door assembly is needed. This invention designs an aircraft door assembly that can achieve timing control of aircraft door lifting and lowering, and prevent reverse-drive risks.

[0007] In a first example of the aircraft door assembly, the aircraft door assembly includes: a door, movable relative to the aircraft fuselage between a closed state, a raised start state, and a raised finish state; a hinge arm fixed to the fuselage; an upper lifting arm and a lower lifting arm, each having one end pivotally connected to the door and the other end pivotally connected to the hinge arm; a lifting shaft, one end of which is pivotally connected to the door, and the lifting shaft includes a lifting shaft drive member fixed to the lifting shaft; a guide cam seat fixed to the door, and the other end of the lifting shaft pivotally connected to the guide cam seat; and a lower linkage assembly, the lower linkage assembly including: a lower linkage member, a lower link... A lever assembly connects the lifting shaft and the lower lifting arm, such that rotation of the lifting shaft drives rotation of the lower lifting arm via the lower linkage assembly. A stop member is also included, pivotally connected to the lower linkage assembly and engaging with the lifting shaft drive and guide cam seat to restrict movement of the stop member relative to the lifting shaft. When the hatch is closed, the guide cam seat and the lifting shaft drive together limit the stop member, preventing movement of the lower linkage assembly relative to the lifting shaft. Furthermore, during the movement of the hatch between the closed and raised positions, the guide cam seat limits and guides the movement trajectory of the stop member relative to the lifting shaft, and the lifting shaft drive actuates the stop member.

[0008] As described above, by having the lower link member and the stop member of the lower link assembly contact and cooperate with the lifting shaft drive member and the guide cam seat, it is possible to prevent the hatch from being reverse-driven with the assistance of the auxiliary lifting assembly when the hatch is closed.

[0009] In a second example of the aircraft door assembly, the first example may be optionally included, wherein the lower lift arm includes a seat portion projecting from the lower lift arm, and the lower link assembly includes a lower link member comprising: a lower link pivotally connected to the seat portion at one end; and a driven rocker arm pivotally connected to the lower link portion at one end and pivotally connected to the lift shaft at the other end, wherein the driven rocker arm includes a pivot seat projecting from the driven rocker arm, and a stop member pivotally connected to the pivot seat.

[0010] Based on the configuration described above, the connection relationship formed between the rocker arm and the stop member is defined as a rotary pair.

[0011] In a third example of the aircraft door assembly, one or more of the above examples may be optionally included. The driven rocker arm includes a driven seat protruding from the driven rocker arm. The lifting shaft drive has a door lifting drive arm extending in the radial direction of the lifting shaft. The door lifting drive arm includes a mating portion for contacting and engaging with the driven seat of the driven rocker arm. The door lifting drive arm is configured such that: in the closed state of the door, the mating portion does not contact the driven seat; during the movement of the door from the closed state to the lifting start state, the mating portion gradually approaches the driven seat until it contacts it; and during the movement of the door from the lifting start state to the lifting position state, the mating portion contacts the driven seat, driving the driven rocker arm to rotate relative to the guide cam seat together with the lifting shaft, thereby actuating the stop member.

[0012] As described above, the time-sharing mechanism, consisting of a driver, a driven rocker arm, and a cam, achieves precise control of the lifting timing by controlling the gap between the driver and the driven rocker arm. Simultaneously, during the door lifting phase, the handle rotates at a larger angle, reducing the force required for the crew to operate the handle.

[0013] In a fourth example of the aircraft door assembly, one or more of the above examples may be optionally included. The stop member of the lower linkage assembly includes: a transmission rocker arm pivotally connected at one end to a pivot seat of a driven rocker arm; a drive shaft parallel to the lifting shaft and pivotally extending through the other end of the transmission rocker arm, the drive shaft including opposing first and second axial ends; a stop roller sleeved on the first axial end of the drive shaft and in contact with a guide cam seat; and a driven roller sleeved on the second axial end of the drive shaft and in contact with a lifting shaft drive member.

[0014] As described above, the rollers can reduce frictional resistance compared to direct contact at one end of the drive shaft.

[0015] In a fifth example of the aircraft door assembly, one or more of the above examples may be optionally included. The guide cam seat is provided with a guide rail, which includes a continuous first guide rail portion and a second guide rail portion. The guide rail is configured such that: during the movement of the door between a raised-in state and a raised-in state, the first guide rail portion limits and guides the movement of a stop roller relative to the lifting shaft; during the movement of the door between a closed state and a raised-in state, the second guide rail portion contacts and engages with the stop roller, limiting and guiding the movement of the stop roller relative to the lifting shaft; and in the closed state of the door, the second guide rail portion contacts and engages with the stop roller, blocking the movement of the stop roller in the direction around the lifting shaft.

[0016] As configured as described above, the continuous first and second guide rail sections of the guide rail prevent the hatch from being reverse-driven by the auxiliary lifting assembly when the hatch is closed.

[0017] In a sixth example of the aircraft door assembly, one or more of the above examples may be included, wherein the lift shaft drive has a door closing drive arm extending in the radial direction of the lift shaft, the door closing drive arm includes a guide surface, the guide surface includes a continuous drive surface and a stop surface, and the guide surface is configured such that: during movement between a door in a lifted-in state and a lifted-in state, the drive surface contacts and engages with a driven roller to drive the driven roller to move relative to the lift shaft, and during movement between a door in a lifted-in state and a closed state, the stop surface contacts and engages with the driven roller to block movement of the driven roller in a direction close to the lift shaft.

[0018] As configured as described above, the continuous first and second guide rail sections of the guide rail prevent the hatch from being reverse-driven by the auxiliary lifting assembly when the hatch is closed.

[0019] In the seventh example of the aircraft door assembly, one or more of the above examples may be included, with the stop surface extending in the circumferential direction of the lifting shaft.

[0020] The present invention provides an aircraft door assembly that enables the aircraft door to conform to the lifting sequence, and through the cooperation of the stop roller and the guide cam seat, prevents the lifting assembly from being assisted even under the assistance effect. Attached Figure Description

[0021] To describe embodiments of the above and other features of the present invention, a more detailed description of the invention will be presented with reference to exemplary embodiments of the invention shown in the accompanying drawings. It is to be understood that these drawings depict only exemplary embodiments of the invention and should not be considered as limiting its scope; the invention will be described and explained using the drawings and with the aid of additional features and details. In the drawings: Figure 1 This is a perspective view of an aircraft door assembly according to an embodiment of the present invention; Figure 2 yes Figure 1 An enlarged 3D view of the connection between the lifting shaft and the guide cam seat of the aircraft door assembly, outlined in dashed lines. Figure 3A , Figure 3B , Figure 3C yes Figure 2 A perspective view of the connection between the lifting shaft and the guide cam seat, taken from one direction, in which... Figure 3A The middle cabin door is closed. Figure 3BThe middle cabin door is in the initial lifting position. Figure 3C The middle cabin door is in the raised position; Figure 4A , Figure 4B yes Figure 2 A perspective view of the connection between the lifting shaft and the guide cam seat from another direction, wherein... Figure 4A The middle cabin door is closed. Figure 4B The middle cabin door is in the initial lifting position.

[0022] The accompanying drawings are drawn approximately to scale; however, the dimensions in the drawings are merely schematic and need not be strictly to scale, but are intended to make the illustration clearer. Other relative dimensions may be used in other embodiments. Throughout this and all subsequent descriptions, the same features appearing in different drawings are indicated by the same or similar reference numerals. A coordinate system is provided in the drawings for reference, where the z-axis may be a vertical axis (e.g., parallel to the direction of gravity), the x-axis may be a horizontal axis, and the y-axis may be a vertical axis (e.g., the xy plane is parallel to the horizontal plane).

[0023] List of reference numerals in the attached diagram: 1. Cabin door 2. Upper lifting arm 3 Lower lifting arm 310 Seat 4 hinge arms 5. Handle shaft 6. Control handle 7 Lifting Shaft 8 Guide Cam Seat 810 Guide Rail 811 First guide rail section of the guide rail 812 Second guide rail section of the guide rail 9. Lifting shaft drive component 910 Door Closing Drive Arm 911 Drive Surface 912 Stop surface 920 hatch door lifting drive arm 921 Docking Section 10 Upper Linkage Assembly 1010 Drive Rocker Arm 1020 Upper Linkage 1030 Crank 11 Lower Linkage Assembly 1120 Lower Linkage 1130 From the rocker arm 1131 Pivot 1132 Driven seat 1140 Transmission rocker arm 1150 drive shaft 1151 First Axial End 1152 Second Axial End 1160 Stop Roller 1170 Driven Roller Detailed Implementation

[0024] First, this invention primarily relates to an aircraft door assembly that prevents the lifting mechanism from being accidentally opened by assisted actuation. In particular, this invention relates to an aircraft door assembly whose door movement sequence meets airworthiness compliance requirements.

[0025] The term “fixed” as used in this article is intended to describe a component that is connected to another component and is able to maintain its relative position to the other, so that forces, torques, etc., can be transmitted from one component to the other.

[0026] The directional terms used herein, such as “top,” “bottom,” “upper,” and “lower,” are used to assist in describing the orientation of the invention according to the embodiments shown in the figures. Unless otherwise stated, such as “horizontal direction,” “gravity direction,” etc., the directional terms are not absolute up, down, horizontal, vertical, etc., and should not be construed as limiting the invention to any particular direction.

[0027] As used herein, the term "axial" and its variations refer to a direction that extends generally along an axis of symmetry, a central axis, an axis of rotation, or the elongated direction of a specific component or system. Similarly, the term "radial" and its variations refer to a direction that is generally perpendicular to the corresponding axial direction. For example, the term "circumferential" and its variations refer to a direction that extends around the perimeter of an object, or around an axis of symmetry, an axis of rotation, a central axis, or the elongated direction of a specific component or system.

[0028] For ease of understanding, the terms "clockwise direction" and "counterclockwise direction" used in this article are based on... Figures 3A-3C It is described using a schematic diagram.

[0029] The terms “including,” “having,” “comprising,” and variations thereof, as used herein, are intended as open-ended transitional phrases, terms, or words that require the presence of a specified component / step, but also allow for the presence of other components / steps.

[0030] In this invention, unless explicitly stated otherwise, the terms “first,” “second,” etc., are not intended to indicate any difference in order, position, quantity, or importance, but are merely used as labels to distinguish different positions or components, to differentiate one element, component, region, and / or location from another element, component, region, and / or location.

[0031] The term "closed state" as used in this article refers to the state when the aircraft door is in the fully closed position.

[0032] The term "lift start state" as used in this article refers to the state in which the aircraft door is unlocked but not yet lifted after the handle shaft is rotated by manipulating the handle. Specifically, the door remains stationary during its movement from the closed state to the lift start state, and lifts upwards during its movement from the lift start state to the lift position.

[0033] The term "lifted-in position" as used in this article refers to the state when the aircraft door is in the fully lifted position.

[0034] The specific structure of the aircraft door assembly will now be described in detail with reference to the accompanying drawings.

[0035] Figure 1 An aircraft door assembly according to an embodiment of the present invention is shown, which drives the aircraft door 1 to move between a closed state and a raised position. The aircraft door assembly of the present invention generally includes a hinge arm 4, an upper lifting arm 2, and a lower lifting arm 3 for actuating the door 1; a control handle 6, a handle shaft 5, and a lifting shaft 7 for manually providing actuation power; an auxiliary lifting assembly (not shown) for providing assistance to raise the door; and a guide cam seat 8 fixed to the door and shaped to be limited for positioning.

[0036] The hinge arm 4 is fixed to the aircraft fuselage, that is, the part of the aircraft other than the door body that is allowed to be fixed by force, such as the door frame. The upper lifting arm 2 is rotatably connected to the door 1 at one end about the upper rotation axis A1, and pivotally connected to the hinge arm 4 at the other end. The lower lifting arm 3 is rotatably connected to the door 1 at one end about the lower rotation axis A2, and pivotally connected to the hinge arm 4 at the other end, wherein the lower rotation axis A2 is parallel to the upper rotation axis A1.

[0037] Therefore, the hatch 1, upper lifting arm 2, hinged arm 4, and lower lifting arm 3 are pivotally connected in pairs to form a four-bar linkage. Power applied to the upper lifting arm 2 or the lower lifting arm 3 will cause the hatch 1 to move, for example, lower or raise.

[0038] Continue to refer to Figure 1 The aircraft door assembly includes a control handle 6, a handle shaft 5, and a lifting shaft 7 for manually providing actuation power.

[0039] The handle shaft 5 is pivotally connected to the door 1 about the handle shaft rotation axis A3, wherein the handle shaft rotation axis A3 is parallel to the upper rotation axis A1. The operating handle 6 is fixed to the other end of the handle shaft 5 and can be manually operated by the crew to rotate the handle shaft 5.

[0040] The handle shaft 5 is preferably mounted above the upper lifting arm 2 and therefore above the lower lifting arm 3. It is understood that, depending on actual needs, the handle shaft 5 may also be mounted between the upper and lower lifting arms.

[0041] In order for the operation of the control handle 6 to drive the movement of the hatch 1, the movement of the handle shaft 5 associated with the control handle 6 should be able to drive the upper lifting arm 2 and the lower lifting arm 3 associated with the hatch 1. As long as one of the upper lifting arm 2 and the lower lifting arm 3 moves, since the hatch 1, the upper lifting arm 2, the hinge arm 4 and the lower lifting arm 3 are pivotally connected in pairs to form a four-bar linkage, the other of the upper lifting arm 2 and the lower lifting arm 3, as well as the hatch 1, will also move synchronously.

[0042] The lifting shaft 7 is used to transmit power from the handle shaft 5 to the upper lifting arm 2 and the lower lifting arm 3. One end of the lifting shaft 7 is pivotally connected to the hatch 1 about the lifting shaft rotation axis A4. The guide cam seat 8 is fixed to the hatch 1, and the other end of the lifting shaft 7 is pivotally connected to the guide cam seat 8.

[0043] The upper linkage assembly 10 is disposed between the handle shaft 5 and the lifting shaft 7, and is configured such that the movement of the handle shaft 5 drives the movement of the lifting shaft 7 via the upper linkage assembly. The lower linkage assembly 11 is disposed between the lifting shaft 7 and one of the upper lifting arm 2 and the lower lifting arm 3.

[0044] In one embodiment, the lower lifting arm 3 is selected as the driving arm, while the upper lifting arm 2 is the driven arm. That is, the rotation of the handle shaft 5 drives the lower lifting arm 3 to rotate via the upper linkage assembly, the lifting shaft 7, and the lower linkage assembly. The rotation of the lower lifting arm 3 then drives the rotation of the upper lifting arm 2. In this case, the lower linkage assembly is configured such that the movement of the lifting shaft 7 drives the movement of the lower lifting arm 3. It is understood that the arrangement of the upper and lower linkage assemblies is not limited to this; the upper linkage assembly can also be the driving arm.

[0045] Figure 1 An auxiliary lifting assembly, not shown, is used to provide assistance in raising the hatch. When the lower lifting arm 3 is selected as the active arm, the auxiliary lifting assembly applies assistance to the lower lifting arm 3.

[0046] The lower link assembly 11 generally includes a lower link member and a stop member.

[0047] The lower connecting rod assembly is connected between the lifting shaft 7 and the lower lifting arm 3, so that the rotation of the lifting shaft 7 drives the lower lifting arm 3 to rotate via the lower connecting rod assembly 11.

[0048] The stop member is pivotally connected to the lower linkage member and engages with the lifting shaft drive 9 and the guide cam seat 8 respectively to restrict the movement of the stop member relative to the lifting shaft 7. To prevent the lifting assembly from being accidentally actuated by power, when the hatch 1 is in the closed state, the guide cam seat 8 and the lifting shaft drive 9 together limit the stop member, preventing the lower linkage assembly 11 from moving relative to the lifting shaft 7. During the movement of the hatch 1 between the closed state and the lifted position, the guide cam seat 8 limits and guides the movement trajectory of the stop member relative to the lifting shaft 7, and the lifting shaft drive 9 actuates the stop member.

[0049] In one embodiment, the upper connecting rod assembly may include a drive rocker arm 1010, an upper connecting rod 1020, and a crank 1030. The drive rocker arm 1010 is fixed to the handle shaft 5, the crank 1030 is fixed to the lifting shaft 7, and the upper connecting rod 1020 is pivotally connected to the drive rocker arm 1010 and the crank 1030, respectively.

[0050] Now go to Figure 2 , Figure 2 yes Figure 1 An enlarged perspective view of the connection between the lifting shaft and the guide cam seat of the aircraft door assembly, outlined in dashed lines. The lower lifting arm 3 may include a seat 310 protruding from the lower lifting arm 3, preferably in the form of an ear seat.

[0051] The lower link assembly 11 may include a lower link 1120 and a driven rocker arm 1130. The lower link 1120 is pivotally connected at one end to a seat 310. The driven rocker arm 1130 is pivotally connected at one end to the lower link 1120 and at the other end to a lifting shaft 7. The driven rocker arm 1130 includes a pivot seat 1131 projecting from the driven rocker arm 1130, and a stop member is pivotally connected to the pivot seat 1131. The pivot seat 1131 of the driven rocker arm 1130 is preferably in the form of an ear. The connection relationship of the driven rocker arm 1130 may define that the driven rocker arm 1130 and the stop member form a rotary joint.

[0052] Figure 3A , Figure 3B , Figure 3C yes Figure 2 A perspective view of the connection between the lifting shaft and the guide cam seat, taken from one direction, in which... Figure 3A The middle cabin door is closed. Figure 3B The middle cabin door is in the initial lifting position. Figure 3C The middle cabin door is in the raised position.

[0053] In one embodiment, the stop member of the lower linkage assembly 11 may include: a transmission rocker arm 1140, a drive shaft 1150, and a stop roller 1160. The transmission rocker arm 1140 is pivotally connected at one end to a pivot seat 1131 of the rocker arm 1130, and the drive shaft 1150 is provided at the other end. The drive shaft 1150 is parallel to the lifting shaft 7 and pivotally extends through the other end of the transmission rocker arm 1140. The drive shaft 1150 includes opposing first axial end 1151 and second axial end 1152, with the first axial end 1151 facing the guide cam seat 8.

[0054] The stop roller 1160 is fitted onto the first axial end 1151 of the drive shaft 1150, and the stop roller 1160 engages with the guide cam seat 8. The presence of the roller reduces the frictional resistance between the drive rocker arm 1140 / drive shaft 1150 and the corresponding guide rail of the guide cam seat 8, allowing them to move easily relative to each other.

[0055] In one embodiment, the guide cam seat 8, facing the stop roller 1160, may be provided with a corresponding guide rail 810 adapted to the shape of the stop roller 1160 to receive the stop roller 1160. The time-sharing assembly consisting of a driver, a driven rocker arm, and a cam disclosed above in this application achieves the required door movement sequence by controlling the gap between the driver and the driven rocker arm. By employing the contact between the cam and the roller, and the contact between the roller and the stop surface of the lifting shaft drive, reverse drive of the door in the closed state is prevented, and the reverse drive function can be efficiently implemented in a shorter component chain.

[0056] The guide rail 810 may include a continuous first guide rail portion 811 and a second guide rail portion 812, and the guide rail 810 is constructed as follows.

[0057] Specifically, when the hatch has been raised to the correct position, during the movement of the hatch 1 between the raised position and the raised start position, the first guide rail portion 811 limits and guides the stop roller 1160 to move relative to the lifting shaft 7.

[0058] During the movement of the hatch 1 between the closed state and the lifting start state, the second guide rail portion 812 contacts and engages with the stop roller 1160, limiting and guiding the movement of the stop roller 1160 relative to the lifting shaft 7.

[0059] With the hatch 1 closed, the second guide rail portion 812 engages with the stop roller 1160, preventing the stop roller 1160 from moving in the direction around the lifting shaft 7.

[0060] When the assistance from the auxiliary lifting assembly forces the hatch 1 to rise, the second guide rail portion 812 of the guide rail 810 allows the stop roller 1160 to move along it and prevents the stop roller 1160 from moving in the direction of the lifting shaft rotation axis A4 about the lifting shaft 7, thus preventing the movement of the lower linkage assembly. Therefore, even with the assistance of the auxiliary lifting assembly, the hatch 1 is prevented from being directly lifted.

[0061] In one embodiment, such as Figure 3C As shown, the stop member of the lower link assembly 11 may also include a driven roller 1170. The driven roller 1170 is sleeved on the second axial end 1152 of the drive shaft 1150, that is, the end away from the guide cam seat 8, and the contact surface of the lifting shaft drive member 9 contacts and engages with the driven roller 1170.

[0062] The lifting shaft drive 9 has a door closing drive arm 910 extending in the radial direction of the lifting shaft 7. The door closing drive arm 910 includes a guide surface for contacting the driven roller 1170. The guide surface may include a continuous drive surface 911 and a stop surface 912, and the guide surface is configured as follows.

[0063] With hatch 1 raised into position ( Figure 3C ) and the boosted startup status ( Figure 3B During the movement between the two, the driving surface 911 contacts and engages with the driven roller 1170, driving the driven roller 1170 to move relative to the lifting shaft 7.

[0064] With hatch 1 in the lifting start state ( Figure 3B ) and closed state ( Figure 3A During the movement between the two, the stop surface 912 contacts and engages with the driven roller 1170, blocking the movement of the driven roller 1170 in the direction close to the lifting shaft 7.

[0065] The stop surface 912 is configured with a curved shape that extends in the circumferential direction of the lifting shaft 7. The driven roller 1170 contacts the stop surface 912 such that the force transmitted from the driven roller 1170 to the lifting shaft drive member 9 is transmitted in the radial direction of the lifting shaft 7, which is tangential to the direction of the force required to cause the lifting shaft 7 to rotate, and therefore does not cause the lifting shaft 7 to rotate.

[0066] With hatch 1 closed ( Figure 3AWhen the stop surface 912 contacts the driven roller 1170 and prevents the driven roller 1170 from moving closer to the lifting shaft 7, it similarly prevents the stop roller 1160 from moving closer to the lifting shaft 7, thus blocking the movement of the stop roller 1160 in the direction close to the lifting shaft 7. Therefore, even if the hatch is forced to lift with the assistance of the auxiliary lifting assembly, the driven roller 1170 is prevented from moving by the stop surface 912, thus preventing the movement of the driven roller 1170, and thus preventing the movement of the lower linkage assembly, the lifting shaft, and the hatch. Ultimately, even with the assistance of the auxiliary lifting assembly, the hatch 1 is prevented from being directly lifted.

[0067] Figure 4A , Figure 4B yes Figure 2 A perspective view of the connection between the lifting shaft and the guide cam seat from another direction, wherein... Figure 4A The middle cabin door is closed. Figure 4B The middle cabin door is in the initial lifting position.

[0068] In one embodiment, the rocker arm 1130 includes a driven seat 1132 projecting from the rocker arm 1130. The lift shaft drive 9 has a door lift drive arm 920 extending in the radial direction of the lift shaft 7. Preferably, the door lift drive arm 920 and the door closing drive arm 910 extend in different radial directions to obtain greater space at the distal end for mounting auxiliary structures.

[0069] The hatch lifting drive arm 920 may include a docking portion 921 for contact engagement with the driven seat 1132 of the driven rocker arm 1130, and the hatch lifting drive arm 920 is configured as follows.

[0070] With hatch 1 closed ( Figure 3A , Figure 4A In this case, the docking part 921 does not contact the driven seat 1132, so the driven rocker arm 1130 of the lower connecting rod component is not driven by external force to move.

[0071] In the subsequent initial state of the upgrade ( Figure 3B , Figure 4B ) to the raised position ( Figure 3C During this period, the lifting shaft drive 9 of the lifting shaft 7 drives the lower linkage assembly to move, thus allowing the hatch 1 to move from the closed state to the lifting start state.

[0072] The hatch lifting drive arm 920 is configured such that when the driven roller 1170 moves in the circumferential direction around the lifting shaft 7, the docking portion 921 contacts the driven rocker arm 1130, and when the driven roller 1170 moves in the radial direction around the lifting shaft 7, the docking portion 921 disengages from the driven rocker arm 1130.

[0073] Specifically, when the hatch is closed, the movement of hatch 1 from the closed state ( Figure 3A , Figure 4A ) to the initial state of the promotion ( Figure 3B , Figure 4B During this period, when the operator wants the hatch 1 to be raised and actuates the operating handle 6, the stop surface 912 contacts the driven roller 1170, at which time the docking part 921 of the lifting shaft drive 9 of the lifting shaft 7 is configured to disengage from the driven rocker arm 1130.

[0074] In the subsequent initial state of the upgrade ( Figure 3B , Figure 4B ) to the raised position ( Figure 3C During this period, the docking portion 921 of the lifting shaft drive member 9 of the lifting shaft 7 is configured to contact the driven rocker arm 1130. Therefore, the rotation of the lifting shaft 7 drives the driven rocker arm 1130 to move, and thus drives the lower linkage assembly to move. This allows the hatch 1 to move from the closed state to the lifting start state.

[0075] In order to make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention have been clearly and completely described above in conjunction with the specific embodiments and accompanying drawings.

[0076] Although various embodiments have been described above, it should be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of them, and are presented by way of example rather than limitation. It will be apparent to those skilled in the art that the disclosed subject matter may be implemented in other specific forms without departing from its spirit and essential characteristics.

Claims

1. An aircraft door assembly, characterized in that, The aircraft door assembly includes: The door (1) is capable of moving relative to the fuselage of the aircraft between a closed state, a lifting start state, and a lifting position state; Hinged arm (4), the hinged arm (4) is fixed to the body; The upper lifting arm (2) and the lower lifting arm (3) are pivotally connected at one end to the hatch (1) and at the other end to the hinge arm (4). A lifting shaft (7), one end of which is pivotally connected to the hatch (1), the lifting shaft (7) including a lifting shaft drive (9) fixed to the lifting shaft (7). A guide cam seat (8) is fixed to the hatch (1), and the other end of the lifting shaft (7) is pivotally connected to the guide cam seat (8). Lower link assembly (11), the lower link assembly (11) comprising: - A lower connecting rod assembly, which connects the lifting shaft (7) and the lower lifting arm (3), such that rotation of the lifting shaft (7) drives rotation of the lower lifting arm (3) via the lower connecting rod assembly (11), and - A stop member, which is pivotally connected to the lower connecting rod member and engages with the lifting shaft drive (9) and the guide cam seat (8) respectively, to restrict the movement of the stop member relative to the lifting shaft (7). When the hatch (1) is in the closed state, the guide cam seat (8) and the lifting shaft drive (9) together limit the stop member, preventing the lower linkage assembly (11) from moving relative to the lifting shaft (7), and During the movement of the hatch (1) between the closed state and the raised position state, the guide cam seat (8) limits and guides the movement trajectory of the stop member relative to the lifting shaft (7), and the lifting shaft drive (9) actuates the movement of the stop member.

2. The aircraft door assembly according to claim 1, characterized in that, The lower lifting arm (3) includes a seat (310) protruding from the lower lifting arm (3). The lower link component of the lower link assembly (11) includes: - Lower link (1120), which is pivotally connected to the seat (310) at one end. - A follower rocker arm (1130), which is pivotally connected at one end to the lower link (1120) and at the other end to the lifting shaft (7), wherein the follower rocker arm (1130) includes a pivot seat (1131) protruding from the follower rocker arm (1130), and the stop member is pivotally connected to the pivot seat (1131).

3. The aircraft door assembly according to claim 2, characterized in that, The driven rocker arm (1130) includes a driven seat (1132) protruding from the driven rocker arm (1130). The lifting shaft drive (9) has a hatch lifting drive arm (920) extending in the radial direction of the lifting shaft (7), the hatch lifting drive arm (920) including a mating portion (921) for contact engagement with the driven seat (1132) of the driven rocker arm (1130), and the hatch lifting drive arm (920) is configured as follows: - In the closed state of the hatch (1), the docking part (921) does not contact the driven seat (1132). -During the movement of the hatch (1) from the closed state to the lifting start state, the docking part (921) gradually approaches the driven seat (1132) until it makes contact, and - During the movement of the hatch (1) from the lifting start state to the lifting position state, the docking part (921) contacts the driven seat (1132), driving the driven rocker arm (1130) to rotate relative to the guide cam seat (8) together with the lifting shaft (7), thereby actuating the stop member.

4. The aircraft door assembly according to claim 2, characterized in that, The stop member of the lower link assembly (11) includes: - A transmission rocker arm (1140), which is pivotally connected at one end to the pivot seat (1131) of the driven rocker arm (1130). - Drive shaft (1150), which is parallel to the lifting shaft (7) and pivotally extends through the other end of the drive rocker arm (1140), the drive shaft (1150) including opposing first axial end (1151) and second axial end (1152). - A stop roller (1160) is sleeved on the first axial end (1151) of the drive shaft (1150), and the stop roller (1160) is in contact with the guide cam seat (8); - Driven roller (1170), the driven roller (1170) is sleeved on the second axial end (1152) of the drive shaft (1150), and the driven roller (1170) is in contact with the lifting shaft drive (9).

5. The aircraft door assembly according to claim 4, characterized in that, The guide cam seat (8) is provided with a guide rail (810), the guide rail (810) includes a continuous first guide rail portion (811) and a second guide rail portion (812), and the guide rail (810) is configured as follows: -During the movement of the hatch (1) between the lifted-in state and the lifted-start state, the first guide rail portion (811) limits and guides the stop roller (1160) to move relative to the lifting shaft (7). -During the movement of the hatch (1) between the closed state and the lifting start state, the second guide rail portion (812) contacts and engages with the stop roller (1160), limiting and guiding the movement of the stop roller (1160) relative to the lifting shaft (7), and - In the closed state of the hatch (1), the second guide rail portion (812) engages with the stop roller (1160) to block the movement of the stop roller (1160) in the direction around the lifting shaft (7).

6. The aircraft door assembly according to claim 4, characterized in that, The lifting shaft drive (9) has a hatch closing drive arm (910) extending in the radial direction of the lifting shaft (7), the hatch closing drive arm (910) including a guide surface comprising a continuous drive surface (911) and a stop surface (912), and the guide surface being configured such that: -During the movement of the hatch (1) between the lifted-in state and the lifted-start state, the driving surface (911) contacts and engages with the driven roller (1170), driving the driven roller (1170) to move relative to the lifting shaft (7), and - During the movement of the hatch (1) between the lifting start state and the closing state, the stop surface (912) contacts and engages with the driven roller (1170) to block the movement of the driven roller (1170) in the direction close to the lifting shaft (7).

7. The aircraft door assembly according to claim 6, characterized in that, The stop surface (912) extends in the circumferential direction of the lifting shaft (7).

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