Aircraft door pressurization prevention device

Abstract

A device for preventing aircraft cabin door pressurization includes a ventilation plate, a ventilation plate force member having an elastic member, a first power transmission mechanism and a second power transmission mechanism, wherein the ventilation plate includes a driving end which is arranged to protrude from the ventilation plate toward the inside of the cabin, the second power output mechanism includes a retaining member which protrudes from a driven shaft toward the ventilation plate and can contact or move away from the driving end as the driven shaft rotates, one end of the elastic member is mounted on the ventilation plate and the other end is mounted on the door body, the torque is designed to keep the ventilation plate tending to open, and when the pressure difference is greater than a specified value, the torque provided is less than the pressure acting on the ventilation plate. It has high reliability and strong versatility. It can prevent any dangerous door under pressure from pressurizing the aircraft to an unsafe level when it is not fully closed, latched and locked, and the door cannot be opened normally when the residual pressure in the cabin exceeds a specified value.

Description

Technical Field

[0001] The invention patent relates to an aircraft cabin door pressurization prevention device. Background Art

[0002] For passenger aircraft doors, the Airworthiness Regulation AC25.783-1A interprets the currently effective "Airworthiness Standards for Transport Category Airplanes" CCAR-25-R4 25.783(c)(1) as follows:

[0003] (1) Provisions to prevent pressurization must monitor the closed, latched, and locked condition of the doors. If more than one locking system is used, each locking system must be monitored. Examples of these provisions include vent covers and pressurization blocking circuits. They should prevent pressurization to unsafe levels while the differential pressure between the cabin and outside is maintained below 0.5 psi. Once closed, latched, and locked and pressurization is fully initiated, these systems should not depressurize the airplane.

[0004] (2) If vent panels are used, they shall be designed so that, under normal operation or a single failure condition in the operating connection, the vent panels cannot be closed until the door is latched and locked. The vent panel linkage shall monitor the position of each door lock.

[0005] Therefore, the vent cover solution is one of the successful application examples of compliance with CCAR-25-R4 25.783(c)(1).

[0006] In the existing research on pressurization prevention solutions, there are many vent cover design solutions.

[0007] The scientific paper "Research on the Design of Pressure Locking Mechanism for Cabin Doors of Civil Aircraft" and patent CN104443350B disclose the pressure locking mechanism for cabin doors of passenger aircraft. A cam solution is adopted in the cabin door pressure locking mechanism. The design requirements for the cam outer surface are high, the manufacturing difficulty is large, and there is a great risk of sticking.

[0008] A multifunctional door vent device controlled by a cam is disclosed in "Calculation Method for Opening Delay Time of Cabin Door Vents of Boeing B777 Aircraft", "Design and Research of Cabin Door Vent Mechanism of Civil Aircraft", and CN 106347627 B. A cam and connecting rod scheme is adopted in the pressurization prevention mechanism scheme involved, and the time-sharing operation is realized by the cam, and the vent plate is driven by the connecting rod. Since the driving end is far away from the vent plate, the weight cost is high. In addition, the design requirements of the cam profile are high, the manufacturing difficulty is high, and there is a high risk of jamming.

[0009] CN108349582B discloses an aircraft emergency exit door with an integrated mechanism and a method for opening / closing the exit door. The proposed solutions include springs, cams, stoppers, etc. However, the mechanism is relatively complex and difficult to manufacture. This solution is suitable for overwing emergency exit doors, and requires a large rotation angle of the handle to operate the ventilation panel to open and close, and has high requirements for the design of the handle rotation sequence.

[0010] Prior art

[0011] 《Research on the Design of Pressure Locking Mechanism for Civil Aircraft Cabin Doors》

[0012] 《Calculation method for delay time of opening vents of Boeing B777 aircraft cabin door》

[0013] Design and research of the ventilation mechanism of civil aircraft cabin door

[0014] Existing patent literature

[0015] Patent document 1: CN104443350B

[0016] Patent document 2: CN108349582B Summary of the invention

[0017] The present invention relates to an aircraft cabin door pressurization prevention device, which is applicable to aircraft emergency exit cabin doors and can prevent any pressurized dangerous cabin door from pressurizing the aircraft to an unsafe level when it is not completely closed, latched and locked, and the cabin door cannot be opened normally when the residual pressure in the passenger cabin exceeds the design specified value.

[0018] An aircraft cabin door pressurization prevention device according to one embodiment of the present invention comprises: a ventilation plate, the ventilation plate is used to close or open the ventilation opening of the aircraft cabin door; a ventilation plate force member, the ventilation plate force member is used to apply force to the ventilation plate; a first power transmission mechanism, the first power transmission mechanism receives power from the cabin door closing mechanism or the cabin door opening mechanism; and a second power transmission mechanism, the second power transmission mechanism receives power from the first power transmission mechanism, the ventilation plate comprises: a shaft, the shaft is connected to the door body of the aircraft cabin door, the ventilation plate can rotate around the shaft; and a rod-shaped driving end, the driving end is arranged in a manner of protruding from the ventilation plate toward the inside of the cabin, the second power output mechanism comprises: a driven shaft, both ends of the driven shaft are mounted on the aircraft On the door body of the cabin door, it can rotate around a fixed axis relative to the door body; a follower, which is sleeved on the driven shaft and receives power from the active member of the first power transmission mechanism; and a retaining member, which is connected to the driven shaft and protrudes from the driven shaft toward the ventilation plate. As the driven shaft rotates, it can contact or move away from the driving end. The ventilation plate force-applying member includes an elastic member, which is arranged on the shaft, one end of which is installed on the ventilation plate, and the other end is installed on the door body of the aircraft cabin door. The torsional force of the elastic member is designed to keep the ventilation plate tending to open. When the pressure difference between the inside and outside of the aircraft cabin is greater than a specified value, the torsional force provided by the elastic member is less than the pressure acting on the ventilation plate.

[0019] According to the aircraft cabin door pressurization prevention device of the above structure, it is possible to realize that the ventilation plate is kept open at the design required angle when the lock system is not locked through a simple structure, and the ventilation plate can be closed by turning the cabin door handle at a small angle after the lock system is locked. When the cabin pressure is greater than the design required value, after operating the cabin door handle at a certain angle, the ventilation plate is still in the closed position, ensuring that the cabin door cannot be opened or requires a force greater than 300lb to open when the cabin pressure is greater than the design required value, that is, the cabin door cannot be opened normally when the cabin residual pressure exceeds the design specified value. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a diagram showing the structure of the aircraft door pressurization prevention device according to the embodiment of the present invention (door is fully closed state).

[0021] Figure 2 It is a diagram showing the structure of the aircraft door pressurization prevention device according to the embodiment of the present invention (door is fully closed state).

[0022] Figure 3 1 is a diagram showing a state in which the aircraft door pressurization prevention device according to the embodiment of the present invention is in a fully opened state.

[0023] Figure 41 is a diagram showing a state in which the aircraft door pressurization prevention device according to an embodiment of the present invention is in a critical state from being normally opened to unlocking the door (a critical state in which the door is locked when closed).

[0024] Figure 5 It is a diagram showing a locked state of the door opening mechanism of the aircraft cabin door pressurization prevention device according to the embodiment of the present invention.

[0025] Figure 6 It is a diagram showing the structure of a ventilator panel of the aircraft door pressurization prevention device according to the embodiment of the present invention.

[0026] (Explanation of symbols)

[0027] 1 Aircraft door pressurization prevention device

[0028] 1a First support

[0029] 1b Second support

[0030] 2 Ventilation panels

[0031] 2a Stop end

[0032] 2b Driver side

[0033] 2c Locking end

[0034] 2d body

[0035] 2e Reinforcement

[0036] 2f Protrusion

[0037] 2g Through hole

[0038] 3a First stopper

[0039] 3b Second stopper

[0040] 4a First torsion spring

[0041] 4b Second torsion spring

[0042] 5. First base

[0043] 6 Beam

[0044] 7 prongs

[0045] 8 Locking shaft

[0046] 9a First gear

[0047] 9b Second gear

[0048] 10 Stopper

[0049] 11 Third stopper

[0050] 12 Second base

[0051] 13 Axis

[0052] 14a First sleeve

[0053] 14b Second sleeve

[0054] 15 Hook

[0055] 16 Driven shaft

[0056] 17 Rocker arm

[0057] 18 Roller DETAILED DESCRIPTION

[0058] Hereinafter, with reference to the accompanying drawings, a plurality of methods for implementing the present disclosure will be described. In each method, sometimes the same reference numerals are given to the parts corresponding to the matters described in the previous method, and repeated descriptions are omitted. In the case where only a part of the structure is described in each method, other methods previously described can be applied to other parts of the structure.

[0059] Parts that are specifically indicated as being combinable in each embodiment can be combined with each other. In addition, as long as there is no hindrance in the combination, even if it is not explicitly indicated as being combinable, the embodiments, the embodiments and the modified examples, and the modified examples can be partially combined with each other.

[0060] The aircraft cabin door pressurization prevention device 1 of the present invention is installed on the door body of the aircraft cabin door (not shown). The aircraft cabin door pressurization prevention device 1 is driven by an operating handle to open or close the vents provided on the door body of the aircraft cabin door, thereby preventing the aircraft cabin from being pressurized to an unsafe level when the aircraft cabin door is not completely closed.

[0061] like Figure 1 As shown, the aircraft cabin door pressurization prevention device 1 of the present invention mainly includes: a first support 1a and a second support 1b as receiving bodies, the first support 1a and the second support 1b are installed on the door body of the aircraft cabin door (not shown) and are used to receive the ventilation plate 2 in a closed state; the ventilation plate 2, the ventilation plate 2 is used to close or open the ventilation port of the aircraft cabin door (not shown); the ventilation plate force member 4; the first power transmission mechanism 20; and the second power transmission mechanism 30.

[0062] like Figure 6As shown, the ventilation plate 2 comprises: a body 2d, which is formed into a shape corresponding to the ventilation opening, for example, a quadrilateral plate with rounded corners; a reinforcing rib 2e, which is arranged on the inner surface of the body 2d; at least two protrusions 2f, which protrude from the lower edge of the body 2d, and are provided with through holes 2g penetrating in the left-right direction; at least two stop ends 2a, which correspond to the first support 1a and the second support 1b, so as to extend upward from the body 2d. The first stopper 3a and the second stopper 3b are provided at the stopper end 2a, and the first stopper 3a and the second stopper 3b are provided at the stopper end 2a. The driving end 2b is provided at the middle position of the lower edge of the main body 2d in a manner of protruding from the main body 2d to the inside, and the driving end 2b is formed in a long bar shape. The locking end 2c is formed in a Z shape when viewed from the inside of the cabin, and is protruded to the right from the inner end of the driving end 2b. In addition, the third stopper 11 is provided at the innermost position when the ventilation panel 2 is opened.

[0063] In addition, the ventilation plate 2 also includes: a shaft 13, which passes through the through hole 2g of the protrusion 2f of the ventilation plate 2, and the shaft 13 passes through the insertion holes (not shown) of the first base 5 and the second base 12 described later to obtain double-arm support; and a first sleeve 14a and a second sleeve 14b, which clamp the driving end 2b of the ventilation plate 2 and are sleeved on the left and right sides of the shaft 13, and one end of the first sleeve 14a and the second sleeve 14b are respectively in contact with the protrusion 2f, and the other end is respectively in contact with the driving end 2b of the ventilation plate 2.

[0064] The fixing component of the ventilation plate 2 includes: a second base 12, which is fixed on the cross beam 6, and the cross beam 6 is fixedly connected to the door body of the aircraft cabin door; and a first base 5, which is arranged at a position on the opposite side of the second base 12 relative to the axis 13 and fixed on the cross beam 6.

[0065] In addition, as a limiting component of the ventilation plate 2 , in addition to the third stopper 11 mentioned above, a limiter 10 is also included. The limiter 10 is installed on the inner side surface of the second base 12 for contacting with the third stopper 11 .

[0066] like Figure 2As shown, the ventilation plate force component 4 generally includes a first torsion spring 4a and a second torsion spring 4b as elastic components, and the first torsion spring 4a and the second torsion spring 4b are sleeved on the left and right sides of the above-mentioned shaft 13, one end of which is installed on the protrusion 2f of the ventilation plate 2, and the other end is installed on the door body of the aircraft cabin door. The torsion of the first torsion spring 4a and the second torsion spring 4b is designed to keep the ventilation plate 2 tending to open, that is, the ventilation plate 2 tends to rotate around the above-mentioned shaft 13 toward the inside of the cabin door. When the pressure difference between the inside and outside of the cabin is greater than the specified value (that is, the design standard value), the torsion provided by the first torsion spring 4a and the second torsion spring 4b is less than the pressure acting on the body of the ventilation plate 2, and the ventilation plate 2 still remains in the closed position.

[0067] In addition, if Figure 2 As shown, the first power transmission mechanism 20 generally includes: a lock shaft 8, both ends of which are mounted on the door body of the aircraft cabin door and can rotate relative to the door body; a fork ear 7 as a power input end, which is coaxially mounted with the lock shaft 8; and a first gear 9a as an active component, which is coaxially mounted with the lock shaft 8.

[0068] like Figure 2 , Figure 5 As shown, the second power transmission mechanism 30 generally includes: a driven shaft 16, both ends of which are mounted on the door body of the aircraft cabin door and can rotate relative to the door body; a locking hook 15, which is sleeved on the driven shaft 16 and can contact the locking end 2c of the ventilation plate 2 as the driven shaft 16 rotates; a rocker arm 17 as a retaining member, which is fixedly connected to the driven shaft 16 so as to protrude from the driven shaft 16 toward the ventilation plate 2; a roller 18 as a retaining member, which is mounted on the front end of the rocker arm 17; and a second gear 9b as a driven member, which is sleeved on the driven shaft 16 and is used to engage with the first gear 9a.

[0069] Figure 1 and Figure 2 The aircraft cabin door pressurization prevention device according to the embodiment of the present invention is shown in a state where the cabin door is in a fully closed position. At this time, the roller 18 contacts the driving end 2b of the ventilation plate 2, keeping the ventilation plate 2 in the closed position, and the first stopper 3a and the second stopper 3b installed at the stop end 2a of the ventilation plate 2 contact the first support 1a and the second support 1b respectively. That is, the pressurization prevention device is kept in the closed position.

[0070] When the hatch is opened normally, the hatch opening mechanism is operated to drive the fork ear 7 to move, and the fork ear 7 drives the lock shaft 8 to rotate. As the lock shaft 8 rotates, the first gear 9a rotates, and drives the second gear 9b meshing therewith to rotate, thereby rotating the driven shaft 16. Then, the driven shaft 16 drives the rocker arm 17 to rotate, and the roller 18 installed on the rocker arm 17 gradually moves downward away from the driving end 2b of the ventilation plate 2. Under the torsion of the first torsion spring 4a and the second torsion spring 4b, the ventilation plate 2 moves to open. In this process, the driving end 2b of the ventilation plate 2 remains in contact with the roller 18 until the third stopper 11 contacts the limiter 10. At this time, the ventilation plate 2 is opened to the maximum angle. Under the joint action of the first torsion spring 4a, the second torsion spring 4b, the third stopper 11 and the limiter 10, the ventilation plate 2 remains in the open position. Figure 3 The pressure increase prevention device of the present embodiment is shown to be kept in the fully open position. Then, the lock shaft 8 continues to rotate, and in the process, the roller 18 is disengaged from the drive end 2b of the ventilating plate 2.

[0071] According to the aircraft cabin door pressurization prevention device 1 of the above structure, the transmission ratio of the first gear 9a and the second gear 9b can be adjusted to ensure that in the critical state of cabin door unlocking (locking), the angle of rotation of the ventilation plate 2 in the opening direction is large enough to meet the pressurization prevention requirements. Figure 4 The normally open to unlock critical state is shown.

[0072] When the cabin door is closed normally, the cabin door closing mechanism is operated to drive the fork ear 7 to move. The fork ear 7 drives the lock shaft 8 to rotate. As the lock shaft 8 rotates, the first gear 9a rotates, and drives the second gear 9b meshing therewith to rotate, thereby rotating the driven shaft 16. The driven shaft 16 drives the rocker arm 17 to move, and the roller 18 installed on the rocker arm 17 gradually approaches the driving end 2b of the ventilation plate 2 upward until the roller 18 contacts the driving end 2b of the ventilation plate 2. Thereafter, the lock shaft 8 continues to rotate, and the roller 18 continues to drive the driving end 2b of the ventilation plate 2, and the ventilation plate 2 continues to rotate around the shaft 13. This process of movement continues until the cabin door closing movement ends. That is, the pressurization prevention device is maintained at Figure 1 and Figure 2 Status shown.

[0073] When the pressure difference between the inside and outside of the cabin is greater than the specified value (i.e., the design standard value), after the cabin door opening mechanism is operated, the roller 18 gradually moves away from the driving end 2b of the ventilation plate 2, but the torque provided by the first torsion spring 4a and the second torsion spring 4b is less than the pressure acting on the body of the ventilation plate 2, and the ventilation plate 2 remains in the closed position. Before the lock system is unlocked, the lock hook 15 contacts the locking end 2c of the ventilation plate 2, the opening mechanism is locked, and the cabin door cannot be opened under the specified operating force.

[0074] The aircraft cabin door pressurization prevention device according to the above structure has the advantages of high reliability and strong versatility. In addition, by adjusting the length of the driving end 2b of the ventilation plate 2 and the length of the retainer, the ventilation plate rotation angle can be made to occupy a small cabin door handle angle stroke and the ventilation plate opening angle at the locking (unlocking) critical point of the lock system can be made large, so as to ensure that the door is not completely closed, latched and locked to pressurize the aircraft to an unsafe level.

[0075] Although the present disclosure is described based on the embodiments, it should be understood that the present disclosure is not limited to the above embodiments and structures. The present disclosure also includes various modifications and modifications within the equivalent range. In addition, various combinations and methods, further including only a single element, other combinations and methods above or below on this basis also belong to the scope and scope of thought of the present disclosure.

[0076] For example, in the above embodiment, the structure of the swing arm 17 and the roller 18 is shown as the retaining member. However, the present invention is not limited to this, as long as it can contact the driving end 2b of the ventilation plate 2 to open or close the ventilation plate. In addition, the roller 18 can also be omitted.

[0077] In the above embodiment, the second gear 9b is meshed with the first gear 9a to transmit power, but the present invention is not limited to this, and any structure that can transmit power from the door opening mechanism to the retainer is not limited to the meshing gear structure.

[0078] In addition, in the above embodiment, the first torsion spring 4a and the second torsion spring 4b are shown as elastic members. However, the present invention is not limited to this, and any elastic mechanism other than a torsion spring may be used as long as the elastic force is designed to keep the vent plate open, and any one of the first torsion spring 4a and the second torsion spring 4b may be omitted.

[0079] In the above embodiment, the locking end 2c is shown as an example to be formed in a substantially Z-shape when viewed from the inside of the nacelle, but the present invention is not limited thereto, and any shape may be used as long as it can contact the lock hook.

Claims

1. An aircraft door pressurization prevention device, comprising: Ventilation panels, which are used to close or open the vents of aircraft doors; A ventilation plate force applying member, the ventilation plate force applying member is used to apply force to the ventilation plate; a first power transmission mechanism, the first power transmission mechanism receiving power from the hatch door closing mechanism or the hatch door opening mechanism; as well as a second power transmission mechanism, the second power transmission mechanism receiving power from the first power transmission mechanism, The ventilation plate comprises: a shaft connected to a door body of an aircraft cabin door, the ventilation plate being rotatable around the shaft; and a driving end, the driving end being arranged in a manner of protruding from the ventilation plate toward the inside of the cabin, The second power transmission mechanism comprises: a driven shaft, both ends of which are mounted on the door body of the aircraft cabin door and can rotate relative to the door body; a driven member, which is sleeved on the driven shaft and receives power from the driving member of the first power transmission mechanism; and a retaining member, which is connected to the driven shaft and protrudes from the driven shaft toward the ventilation plate, and can contact with or move away from the driving end as the driven shaft rotates. The ventilation plate force-applying member includes an elastic member, which is arranged on the shaft, one end of which is mounted on the ventilation plate, and the other end of which is mounted on the door body of the aircraft cabin door. The torsion of the elastic member is designed to keep the ventilation plate tending to open. When the pressure difference between the inside and outside of the aircraft cabin is greater than a specified value, the torsion provided by the elastic member is less than the pressure acting on the ventilation plate.

2. The aircraft door pressurization prevention device according to claim 1, characterized in that: The aircraft cabin door pressurization prevention device also includes a limiter, which is installed on the door body of the aircraft cabin door. A third stopper is provided at the innermost position when the vent plate is in the open state, and when the vent plate is opened to the maximum angle, the third stopper contacts the limiter. Under the joint action of the elastic member, the third stopper and the limiter, the ventilation plate is kept in the open position.

3. The aircraft cabin door pressurization prevention device according to claim 1 or 2, characterized in that: The elastic member includes a first torsion spring and a second torsion spring, and the first torsion spring and the second torsion spring are sleeved on the left and right sides of the shaft. The active member of the first power transmission mechanism is a first gear. The driven member of the second power transmission mechanism is a second gear, Through the meshing of the first gear and the second gear, the power from the door closing mechanism or the door opening mechanism is transmitted to the second power transmission mechanism.

4. The aircraft cabin door pressurization prevention device according to claim 1 or 2, characterized in that: The retaining member includes: a rocker arm fixedly connected to the driven shaft and protruding from the driven shaft toward the ventilation plate; and a roller installed at the front end of the rocker arm.

5. The aircraft door pressurization prevention device according to claim 3, characterized in that: The first power transmission mechanism further includes: a lock shaft, both ends of which are mounted on the door body of the aircraft cabin door and can rotate relative to the door body; and a fork ear, which is coaxially mounted with the lock shaft and receives power from the cabin door closing mechanism or the cabin door opening mechanism through the fork ear. The first gear is coaxially mounted with the lock shaft.

6. The aircraft cabin door pressurization prevention device according to claim 1 or 2, characterized in that: The ventilation plate includes: a body formed into a shape corresponding to the ventilation opening; at least two protrusions protruding from the lower edge of the body, and a through hole penetrating in the left-right direction is provided in the protrusion, and the shaft passes through the through hole.

7. The aircraft door pressurization prevention device according to claim 6, characterized in that: The ventilation plate also includes: at least two stop ends, which correspond to the first support and the second support set on the door body of the aircraft cabin door, and are set on the upper end edge of the body in a manner of protruding upward from the body; and a locking end, which is set at the driving end.

8. The aircraft door pressurization prevention device according to claim 7, characterized in that: The second power transmission mechanism further includes a locking hook, which is sleeved on the driven shaft and can contact the locking end of the ventilation plate as the driven shaft rotates.

9. The aircraft door pressurization prevention device according to claim 7, characterized in that: The stop end is provided with through holes for the first stop member and the second stop member to penetrate respectively, and the first stop member and the second stop member are in contact with the first support and the second support respectively.

10. The aircraft cabin door pressurization prevention device according to claim 1 or 2, characterized in that: include: A first base, the first base being fixed to a crossbeam of a door body of the aircraft cabin door; as well as a second base, the second base being arranged at a position opposite to the first base relative to the shaft and fixed on the crossbeam; The stopper is mounted on the second base, and the shaft passes through insertion holes of the first base and the second base.

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