Aircraft door dual locking mechanism

Abstract

The present application belongs to the field of civil aircraft door mechanism design, and relates to a bidirectional locking mechanism for aircraft door. The mechanism has an upper driving shaft, a lower following shaft and a control shaft hinged with the door structure. The upper driving shaft and the lower following shaft are linked through an upper rocker arm, a connecting rod and a lower rocker arm. The lower rocker arm is provided with a circular arc track. A roller rocker arm is fixed on the control shaft. The roller rocker arm is hinged with a roller at the end. The roller cooperates with the inner wall or the outer wall of the distal end of the circular arc track to realize the locking in the open state and the closed state respectively. The present application uses the cooperation of the circular arc surface and the roller to eliminate the reverse driving torque at the contact position, which significantly improves the locking capacity of the mechanism. The circular arc double-side feature of a set of mechanism realizes the locking in the closed state and the open state, simplifies the mechanism form, reduces the number of mechanisms and lowers the product weight. The present application can meet the adjustment and optimization of various spaces and can be applied to various door mechanisms with bidirectional locking requirements.

Description

A two-way locking mechanism for aircraft cabin doors Technical Field

[0001] This invention belongs to the field of civil aircraft cabin door mechanism design, and relates to a two-way locking mechanism for aircraft cabin doors. Specifically, it relates to a mechanism applied to civil aircraft cabin doors that utilizes the anti-reverse drive characteristics of a cam to achieve a two-way locking function between the closed and open states of the drive shaft and the controlled shaft. Background Technology

[0002] Civil aircraft cabin door mechanisms are numerous and their logical control relationships are extremely complex. The performance of these mechanisms directly affects passenger safety and the work efficiency of airline staff. Reliable control of the opening and closing postures of these mechanisms is essential to ensure a clear and unique positional relationship when the mechanisms reach different operating angles. A major drawback of having multiple mechanisms working together is the significant increase in product complexity and weight, leading to higher maintenance and fuel costs for airlines and poor economic efficiency. Therefore, cabin door mechanism design must not only minimize the number and weight of mechanisms but also prevent reverse-drive consequences under unexpected operating conditions, achieving reliable locking of the mechanisms. This will ultimately provide customers with high-performance products and create greater economic benefits. Summary of the Invention

[0003] This invention provides a two-way locking mechanism for aircraft doors. This mechanism can overcome the reverse driving forces in both the closed and open states by performing the same locking action, achieving reliable locking. This invention solves the problems of complex locking logic control, difficulty in controlling unexpected reverse driving forces, and increased product weight due to multiple mechanisms in existing door mechanisms.

[0004] The technical solution of the present invention is as follows:

[0005] A two-way locking mechanism for an aircraft cabin door, the two-way locking mechanism comprising an upper drive shaft 1, an upper rocker arm 2, a lower follower shaft 3, a lower rocker arm 4, a front locking functional surface 5, a rear locking functional surface 6, a connecting rod 7, a control shaft 8, a roller rocker arm 9, and a roller 10.

[0006] The upper drive shaft 1, the lower follower shaft 3, and the control shaft 8 are hinged to the hatch structure at both ends, with the upper drive shaft 1 located above the lower follower shaft 3 and the control shaft 8 located below the lower follower shaft 3.

[0007] An upper rocker arm 2 is fixedly connected to the upper drive shaft 1, and a lower rocker arm 4 is fixedly connected to the lower follower shaft 3. The upper rocker arm 2 and the lower rocker arm 4 are respectively hinged at both ends by a connecting rod 7 to realize the linkage between the upper drive shaft 1 and the lower follower shaft 3.

[0008] The lower rocker arm 4 is hinged to the connecting rod 7 at one end, and has an arc track at the other end. The inner wall of the arc track away from the lower follower shaft 3 is the front locking surface 5, and the outer wall is the rear locking surface 6. Both the front locking surface 5 and the rear locking surface 6 have arc features, and during the operation of the bidirectional locking mechanism, the center of the arc feature always coincides with the axis of the lower follower shaft 3.

[0009] One end of the roller rocker arm 9 is fixed to the control shaft 8, and the other end is screwed to the roller 10. The roller 10 cooperates with the front locking surface 5 or the rear locking surface 6 of the lower rocker arm 4 to realize the locking of the hatch in the closed state and the locking of the hatch in the open state, respectively.

[0010] With the hatch closed, roller 10 is located within the arc track of the lower rocker arm 4, with a gap between it and the front locking functional surface 5. If the control shaft 8 rotates, causing the roller rocker arm 9 to drive the roller 10 to contact the front locking functional surface 5 of the lower rocker arm 4, the contact load direction is directed towards the center of the front locking functional surface 5 due to the friction reduction effect of the roller 10 and the arc feature of the front locking functional surface 5. This makes the lever arm of the reaction force of the roller 10 on the front locking functional surface 5 zero, thus achieving the locking of the lower rocker arm 4 on the roller rocker arm 9 in the closed state.

[0011] Rotating the upper drive shaft 1 causes the upper rocker arm 2 to drive the connecting rod 7 to move downward, which in turn drives the lower rocker arm 4 to rotate, causing the arc track of the lower rocker arm 4 to separate from the roller 10, thereby unlocking the roller 10.

[0012] With the hatch open, roller 10 is located outside the arc track of the lower rocker arm 4 and below the rear locking surface 6. There is a gap between the rear locking surface 6 and roller 10. If the control shaft 8 rotates, the roller rocker arm 9 will cause roller 10 to contact the rear locking surface 6 of the lower rocker arm 4. Due to the friction reduction effect of roller 10 and the arc feature of the rear locking surface 6, the direction of the contact load is directed towards the center of the rear locking surface 6. This makes the lever arm of the reaction force of roller 10 on the rear locking surface 6 zero, thus achieving the locking of the lower rocker arm 4 on the roller rocker arm 9 in the open state.

[0013] The beneficial effects of this invention are as follows:

[0014] 1. The locking function is safe and reliable. This invention uses a circular arc surface in conjunction with a roller to optimize the direction of the reverse driving load at the contact position to point towards the center of the arc, resulting in zero reverse driving arm, thereby eliminating the reverse driving torque and significantly improving the locking capability of the mechanism.

[0015] 2. Simple and efficient mechanism. This invention utilizes the arc-shaped double-sided feature of a single mechanism to achieve locking in both closed and open states, effectively simplifying the mechanism form, reducing the number of mechanisms, and lowering product weight, thereby achieving good economic benefits.

[0016] 3. Wide range of applications. The mechanism of this invention has a simple motion form and strong design flexibility, which can meet the adjustment and optimization of various spaces. This invention can be widely applied to various door mechanisms with bidirectional locking requirements. Attached Figure Description

[0017] Figure 1 is an isometric view of a two-way locking mechanism for an aircraft cabin door.

[0018] Figure 2 is a schematic diagram of the lower rocker arm of a two-way locking mechanism for an aircraft cabin door.

[0019] Figure 3 is a schematic diagram of a two-way locking mechanism for an aircraft cabin door in the closed state.

[0020] Figure 4 is a schematic diagram of the unlocking of a two-way locking mechanism for an aircraft cabin door in the closed state.

[0021] Figure 5 is a schematic diagram of a two-way locking mechanism for an aircraft cabin door in the open state.

[0022] Figure 6 is a schematic diagram of the unlocking of a two-way locking mechanism for an aircraft cabin door in the open state.

[0023] In the diagram: 1 Upper drive shaft; 2 Upper rocker arm; 3 Lower follower shaft; 4 Lower rocker arm; 5 Front locking functional surface; 6 Rear locking functional surface; 7 Linkage; 8 Control shaft; 9 Roller rocker arm; 10 Roller. Detailed Implementation

[0024] The technical solution of the present invention will now be clearly and completely described. Obviously, the described embodiments are merely some embodiments of the present invention, and not all embodiments. All other embodiments derived by those skilled in the art based on the embodiments of the present invention through modifications or adjustments are within the protection scope of the present invention.

[0025] As shown in Figure 1, an aircraft cabin door bidirectional locking mechanism has an upper drive shaft 1 hinged to the cabin door structure, an upper rocker arm 2 fixedly connected to the upper drive shaft 1; a lower follower shaft 3 hinged to the cabin door structure, a lower rocker arm 4 fixedly connected to the lower follower shaft 3, the lower rocker arm 4 having a front locking functional surface 5 and a rear locking functional surface 6 in the form of double-sided arcs; the upper rocker arm 2 and the lower rocker arm 4 are respectively hinged at both ends by a connecting rod 7; a control shaft 8 is hinged to the cabin door structure, a roller rocker arm 9 is fixedly connected to the control shaft 8, and a roller 10 is screwed to the roller rocker arm 9.

[0026] As shown in Figure 2, the front locking functional surface 5 and the rear locking functional surface 6 of the lower rocker arm 4 have arc features, and the center of the arc is completely coincident with the axis of the lower follower shaft 3.

[0027] As shown in Figure 3, in the closed state, there is a 2mm gap between the front locking functional surface 5 and the roller 10. If the roller rocker arm 9 on the control shaft 8 drives the roller 10, the roller 10 will contact the front locking functional surface 5 of the lower rocker arm 4. Due to the friction reduction effect of the roller 10 and the arc feature of the front locking functional surface 5, the direction of the contact load is directed towards the center of the front locking functional surface 5, so that the lever arm of the reaction force of the roller 10 on the front locking functional surface 5 is zero, thereby realizing the locking of the lower rocker arm 4 on the roller rocker arm 9 in the closed state.

[0028] As shown in Figure 4, the upper drive shaft 1 rotates, which drives the upper rocker arm 2 to rotate. The upper rocker arm 2 drives the lower rocker arm 4 to rotate through the connecting rod 7, so that the front locking functional surface 5 is separated from the roller 10, thereby unlocking the roller 10.

[0029] As shown in Figure 5, in the open state, there is a 2mm gap between the rear locking functional surface 6 and the roller 10. If the roller rocker arm 9 on the control shaft 8 drives the roller 10, the roller 10 will contact the rear locking functional surface 6 of the lower rocker arm 4. Due to the friction reduction effect of the roller 10 and the arc feature of the rear locking functional surface 6, the direction of the contact load is directed towards the center of the rear locking functional surface 6, so that the lever arm of the reaction force of the roller 10 on the rear locking functional surface 6 is zero, thereby realizing the locking of the lower rocker arm 4 on the roller rocker arm 9 in the open state.

[0030] As shown in Figure 6, the upper drive shaft 1 rotates, which drives the upper rocker arm 2 to rotate. The upper rocker arm 2 drives the lower rocker arm 4 to rotate through the connecting rod 7, so that the rear locking functional surface 6 is separated from the roller 10, thereby unlocking the roller 10.

[0031] The above-described embodiments are merely illustrative of the implementation methods of the present invention, but should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the protection scope of the present invention.

Claims

1. A two-way locking mechanism for an aircraft cabin door, characterized in that, The bidirectional locking mechanism includes an upper drive shaft (1), an upper rocker arm (2), a lower follower shaft (3), a lower rocker arm (4), a front locking functional surface (5), a rear locking functional surface (6), a connecting rod (7), a control shaft (8), and a roller rocker arm (9); the upper drive shaft (1), the lower follower shaft (3), and the control shaft (8) are respectively hinged to the hatch structure at both ends, and the upper drive shaft (1) is located above the lower follower shaft (3), and the control shaft (8) is located below the lower follower shaft (3); the upper rocker arm (2) is fixedly connected to the upper drive shaft (1), and the lower rocker arm (4) is fixedly connected to the lower follower shaft (3). The upper rocker arm (2) and the lower rocker arm (4) are respectively hinged at both ends through the connecting rod (7) to realize the linkage between the upper drive shaft (1) and the lower follower shaft (3); One end of the lower rocker arm (4) is hinged to the connecting rod (7), and the other end is provided with an arc track. The inner wall of the arc track away from the lower follower shaft (3) is the front locking functional surface (5), and the outer wall is the rear locking functional surface (6). One end of the roller rocker arm (9) is fixed to the control shaft (8), and the other end cooperates with the front locking functional surface (5) or the rear locking functional surface (6) of the lower rocker arm (4) to realize the locking of the hatch in the closed state and the locking in the open state, respectively. The other end of the roller rocker arm (9) is screwed to the roller (10), and the roller (10) is used to reduce friction. The front locking functional surface (5) and the rear locking functional surface (6) both have arc features, and during the operation of the bidirectional locking mechanism, the center of the arc feature always coincides with the axis of the lower follower shaft (3).

2. The aircraft cabin door bidirectional locking mechanism according to claim 1, characterized in that, When the hatch is closed, the other end of the roller rocker arm (9) is located in the arc track of the lower rocker arm (4) and there is a gap between it and the front locking functional surface (5). If the control shaft (8) rotates, the other end of the roller rocker arm (9) will contact the front locking functional surface (5) of the lower rocker arm (4). The direction of the contact load is towards the center of the front locking functional surface (5), so that the lever arm of the reaction force of the other end of the roller rocker arm (9) on the front locking functional surface (5) is zero, thereby realizing the locking of the lower rocker arm (4) on the roller rocker arm (9) in the closed state.

3. The aircraft cabin door bidirectional locking mechanism according to claim 1, characterized in that, Rotate the upper drive shaft (1), and the upper rocker arm (2) will drive the connecting rod (7) to move down, thereby driving the lower rocker arm (4) to rotate, so that the arc track of the lower rocker arm (4) is separated from the other end of the roller rocker arm (9), thus unlocking.

4. The aircraft cabin door bidirectional locking mechanism according to claim 1, characterized in that, When the hatch is open, the other end of the roller rocker arm (9) is located outside the arc track of the lower rocker arm (4) and below the rear locking functional surface (6). There is a gap between the rear locking functional surface (6) and the other end of the roller rocker arm (9). If the control shaft (8) rotates, the other end of the roller rocker arm (9) will contact the rear locking functional surface (6) of the lower rocker arm (4). The direction of the contact load is towards the center of the rear locking functional surface (6), so that the lever arm of the reaction force of the other end of the roller rocker arm (9) on the rear locking functional surface (6) is zero, thereby realizing the locking of the roller rocker arm (9) by the lower rocker arm (4) in the open state.

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