Door for a civil aircraft provided with a vent structure and civil aircraft

Abstract

A ventilation door structure is arranged on a cabin door of a civil aircraft, the cabin door body is provided with a ventilation opening, and the ventilation door structure is provided with a ventilation door body, the ventilation door body is hingedly connected to the cabin door body, and can rotate relative to the cabin door body between a ventilation door opening position and a ventilation door closing position independently of the opening and closing of the cabin door, in the ventilation door opening position, the ventilation opening is not blocked by the ventilation door body, and air can flow through the ventilation opening between the two sides of the cabin door, and in the ventilation door closing position, the ventilation opening is completely blocked by the ventilation door body, and air cannot flow through the ventilation opening between the two sides of the cabin door. The ventilation door structure can be opened during the flight of the aircraft to ventilate the cabin, which can be used as a supplementary air inlet measure for the existing air conditioning system on the aircraft, and improves the safety of the aircraft in terms of ventilation. The application also provides an aircraft provided with the cabin door.

Description

Technical Field

[0001] This invention relates to the field of civil aircraft. Specifically, it relates to the structure of a vent door installed on a non-load-bearing cabin door of a civil aircraft. The invention also relates to the cabin door of a civil aircraft having such a vent door structure, and to a civil aircraft including such a cabin door. Background Technology

[0002] If an aircraft's ventilation system malfunctions, it may cause the cockpit and passenger cabin to lose ventilation. During this process, the pilot may lose control of the aircraft due to lack of oxygen, ultimately leading to a tragic crash with the loss of life and the aircraft.

[0003] When the inventors were designing the aircraft, they discovered that if the probability of the ventilation function of the cockpit and passenger cabin failing could not be less than 10... -9 Therefore, the aircraft should have additional ventilation measures independent of the ventilation system.

[0004] It is known that civil aircraft are equipped with a cockpit safety sliding door depressurization and ventilation system and crew escape system, aircraft door latch mechanism, linkage device of aircraft door ventilation door-latch mechanism, and aircraft ventilation and cargo door locking mechanism.

[0005] Other technologies in the field of related aircraft also involve structures for opening existing ventilation doors on cabin doors. However, the structures of these ventilation doors are all linked to the latch mechanism on the aircraft cabin door, making it impossible to open the ventilation door on the cabin door independently for ventilation during flight.

[0006] It is known in the art that the closest aircraft to the B787 has a ventilation door structure on the crew escape door. This ventilation door structure allows ventilation to be provided without opening the crew escape door. Specifically, this ventilation door structure uses a handle and a sliding track to achieve the function of keeping the door open or closed. In practice, it has been found that this ventilation door structure has weak load-bearing capacity and lacks step adjustment functionality.

[0007] A semi-blocking emergency hatch on the upper wing of a civil aircraft is known from CN 112550661 A (publication date: March 26, 2021). The hatch structure includes a stop, sealing strip, crossbeam, longitudinal frame, outer skin, observation window structure, and closing operation strip. A lifting and opening linkage mechanism and an opening drive mechanism are provided in the upper inner area of ​​the hatch structure. A closing operation strip is provided in the lower inner area of ​​the hatch structure. The lower inner area of ​​the hatch structure includes a locking mechanism, a latch mechanism, and a ventilation mechanism. The locking mechanism drives the latch mechanism and the ventilation mechanism. The locking mechanism is linked to an external handle mechanism. This hatch is a pressurized preventative door, and the ventilation door on it is used to monitor the latch status, thereby improving the safety of the latch system. Furthermore, this ventilation door cannot be opened during flight.

[0008] A decompression ventilation and crew escape system for an aircraft is known from US 20200207454 A1 (publication date: July 2, 2020), which relates to a cockpit sliding door structure. The cockpit sliding door includes a small door. This small door can be opened in the event that the cockpit sliding door is blocked, thereby allowing crew members to enter or exit the cockpit through the small door.

[0009] A cabin door latch mechanism is known from US 5305969 A (publication date: April 26, 1994). Specifically, it discloses a latch mechanism with a pressurization prevention door. The pressurization prevention door on this latch mechanism is opened at the beginning of the door opening action to equalize the cabin pressure, and remains open until the door is fully closed, thus preventing cabin pressurization before the door is closed. This pressurization prevention door is linked to the cabin door latch mechanism.

[0010] A ventilation door-latch mechanism linkage for an aircraft cabin door is known from US 5337977 A (publication date: August 16, 1994). This linkage mechanism functions similarly to the latch mechanism known from US 5305969 A, and adds an ice-breaking function to the pressurization prevention door therein. It also involves installing a ventilation door on an aircraft cabin door, but the pressurization prevention door and the cabin door latch mechanism are also linked.

[0011] An aircraft ventilation and cargo door locking structure is known from US 6454210 B1 (publication date: September 24, 2002). In this cargo door, a pressurization prevention door is not located on the cargo door itself, making the cargo door structure simpler than the aforementioned doors, while still ensuring the security of the cargo door latch mechanism. Nevertheless, in this structure, the pressurization prevention door and the cargo door latch mechanism are still linked.

[0012] Therefore, as mentioned above, in order to meet the requirements encountered when designing aircraft models, it is desirable to propose a structure that allows civil aircraft to open the ventilation doors in the cabin for ventilation during flight, thereby enabling it to be used as a supplementary air intake measure for the aircraft's existing air conditioning system, and it is independent of the existing air conditioning system. Summary of the Invention

[0013] The present invention was made in view of the above-mentioned technical problems, and its purpose is to provide an additional ventilation measure that is independent of the existing cockpit and cabin ventilation system on the aircraft, thereby reducing the probability of loss of ventilation function in the cockpit and cabin and improving the flight safety of the aircraft.

[0014] This invention proposes a ventilation door structure for installation on the cabin door of a civil aircraft. The cabin door has a cabin door body and is held in a closed position by means of a cabin door latch mechanism when closed. A ventilation opening is provided on the cabin door body, and the ventilation door structure is disposed on the cabin door body. The ventilation door structure has a ventilation door body hinged to the cabin door body, and the ventilation door body can rotate independently of the opening and closing of the cabin door relative to the cabin door body between a ventilation door open position and a ventilation door closed position. In the ventilation door open position, the ventilation opening is not obstructed by the ventilation door body, and air can circulate through the ventilation opening on both sides of the cabin door. In the ventilation door closed position, the ventilation opening is completely obstructed by the ventilation door body, and air cannot circulate through the ventilation opening on both sides of the cabin door.

[0015] Therefore, this invention proposes a ventilation door structure that can be opened during aircraft flight to provide cabin ventilation. Unlike the pressurization prevention door described above in the prior art, where the opening and locking mechanism of the pressurization prevention door itself are linked, the above-mentioned ventilation door structure can independently switch between the open and closed positions of the ventilation door, independent of the opening and closing actions of the cabin door it is located on, for example, by controlling the state of the cabin door opening and closing mechanism. This allows the ventilation door to be used as a supplement to the existing air conditioning system on the aircraft, improving the safety of the aircraft in terms of ventilation.

[0016] Furthermore, the ventilation door structure according to the invention also includes at least one latch assembly. The latch assembly includes a latch bar and a latch groove. When the latch bar is inserted into the latch groove, the ventilation door body is held in the aforementioned ventilation door closed position, that is, the ventilation door remains closed. Thus, in an aircraft cabin door equipped with the ventilation door structure of the invention, the door can be kept open or closed by the cooperation of the latch bar and the latch groove in the latch assembly.

[0017] In a preferred, but non-limiting, embodiment of the invention, the latch slot in the latch assembly of the aforementioned ventilation door structure is disposed on a toothed plate that is adjustable in stages. The toothed plate has a toothed structure and is fixedly connected to the aircraft door. By engaging the latch rod with the latch slot disposed on the toothed plate with the toothed structure, the latch assembly in the ventilation door structure of the present invention achieves the function of step adjustment. In the context of this document, "step" refers to the amount by which the aircraft door protrudes relative to the shape of its surrounding structure. To ensure that the door step meets overall requirements, the door step is generally adjusted.

[0018] In a non-limiting embodiment of the invention, the ventilation door structure further includes a handle assembly. This handle assembly is operatively connected to at least one of the aforementioned latch assemblies, allowing the latch assembly to be operated—that is, latching and unlocking—by manipulating the handle assembly, and the handle assembly has a handle body. During flight, by operating the handle body of the handle assembly, for example by rotating the handle body about a rotation axis by gripping the gripping portion of the handle body, the latch assembly, particularly the latch bar therein, can be moved away from the latch slot, thereby allowing subsequent crew members to open the ventilation door body. Thus, the ventilation door structure according to the invention combines the single-handed latching and opening operations of the operator into one, simplifying the operation required to open the ventilation door during flight.

[0019] Preferably, a latch spring is also fitted onto the latch bar of the latch assembly of the ventilation door structure of the present invention. In particular, the latch spring is pre-tensioned so that the latch assembly tends to latch, thereby holding the door in the closed position.

[0020] Preferably, the ventilation door structure of the present invention includes two latch assemblies as described above. These two latch assemblies are respectively disposed at both ends of the ventilation door body along its length. In this structure, the two latch assemblies disposed at both ends of the ventilation door body, particularly their latch bars, are independent of each other. This provides redundant backup for safety. If one latch assembly fails, the ventilation door can still be kept closed by the other latch assembly.

[0021] Furthermore, the ventilation door structure of the present invention also includes at least one stop member to prevent the ventilation door body from rotating at an angle relative to the cabin door body, i.e., the opening angle of the ventilation door, from exceeding a predetermined maximum opening angle of the ventilation door, thereby preventing the ventilation door body from continuing to rotate and open after reaching the corresponding maximum angle.

[0022] In a non-limiting embodiment, at least one stop in the ventilation door structure of the present invention is provided in the form of a stop block and is disposed in front of the latch bar of at least one latch assembly along the trajectory of rotation of the ventilation door body.

[0023] In another non-limiting preferred embodiment of the invention, the ventilation door structure is further provided with an open position slot. When the ventilation door body has reached the aforementioned ventilation door open position, placing the latch bar in the open position slot will fix the ventilation door body in the ventilation door open position, thereby keeping the ventilation door open. Preferably, the action of placing the latch bar of the latch assembly in the open position slot can be achieved simply by releasing the handle body, which can be achieved by the restoring force of the pre-tensioned latch spring.

[0024] Preferably, the ventilation door body in the ventilation door structure of the present invention is set in the heading direction of the aircraft relative to the opening direction of the cabin door, so as to achieve a better ventilation effect with the same ventilation opening area, which is conducive to the incoming air flowing into the cabin through the ventilation opening set on the cabin door.

[0025] Therefore, the ventilation door structure of the present invention can be installed in the cabin door of an aircraft, preferably a non-load-bearing cabin door. It can adapt to situations where the space available for arranging a ventilation door structure in existing cabin doors is limited, and through the cooperation of a latch and a latch, it simultaneously achieves the functions of latching, keeping the ventilation door open, and step adjustment with a limited number of components. The ventilation door structure according to the present invention effectively reduces the space required for installation, the number of components involved, and lowers installation costs, and can be applied to non-load-bearing cabin doors of different sizes.

[0026] Furthermore, this invention also proposes an aircraft. This aircraft has at least one load-bearing door and at least one non-load-bearing door, wherein the at least one non-load-bearing door has a ventilation opening and a ventilation door structure as described in any of the aforementioned embodiments. Thus, the aircraft possesses an additional ventilation means usable during flight, in addition to the existing air conditioning system, improving flight safety. Since the ventilation opening is located on the non-load-bearing door, that is, on the non-main load-bearing structure of the aircraft, it does not affect the strength of the main load-bearing structure of the aircraft. The load-bearing capacity of the door with the ventilation door structure remains strong, and the cost of adding the ventilation door structure to the aircraft is low, with minimal impact on other structures and systems of the aircraft.

[0027] Additional features and advantages described herein will be set forth in the detailed description below, and will be recognized by those skilled in the art from the following description or from practice of the embodiments described herein. These descriptions include the detailed description below, the claims, and the accompanying drawings. Attached Figure Description

[0028] In view of the above objectives, the technical features of the present invention are clearly described in the following claims, and its advantages become apparent from the following detailed description with reference to the accompanying drawings. The drawings illustrate preferred embodiments of the invention by way of example, but do not limit the scope of the inventive concept. In the drawings: Figure 1 A perspective view of an aircraft cabin door having a ventilation door structure according to the invention, viewed from a first direction; Figure 2 This shows the view from a second direction opposite to the first direction. Figure 1 A 3D view of the aircraft cabin door shown; Figure 3 Show along Figure 2 The cross-sectional view cut by line AA in the middle; and Figure 4 The toothed plate assembly in the ventilation door structure is shown.

[0029] List of reference numerals

[0030] 1. Hatch door body

[0031] 1.1 (First side of the hatch body)

[0032] 1.2 (Second side of the hatch body)

[0033] 1.3 (Third side of the hatch body)

[0034] 1.4 (Fourth side of the hatch body)

[0035] 2. Ventilation door structure

[0036] 2.1 Ventilation door body

[0037] 2.2 Latch assembly

[0038] 2.21 Latch

[0039] 2.22 Latch Spring

[0040] 2.23 Latch slot

[0041] 2.24 Open the position slot

[0042] 2.3 Handle Assembly

[0043] 2.31 Handle body

[0044] 2.32 Grasping Section

[0045] 2.4 Stopping components

[0046] 2.5 Hinged connection

[0047] 2.6 Toothed Plate Assembly

[0048] 2.61 First toothed plate

[0049] 2.62 Second toothed plate

[0050] 2.63 holes

[0051] 2.64 Protrusion

[0052] 2.7 Bolts

[0053] B. Rib-like structure

[0054] O Ventilation opening

[0055] R Rotation axis

[0056] S-shaped space. Detailed Implementation

[0057] Although the invention will be described below with reference to exemplary embodiments shown in the accompanying drawings, it should be understood that this specification is not intended to limit the invention to the exemplary embodiments shown. Rather, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents, and other embodiments that may be included within the spirit and scope of the invention as defined by the appended claims.

[0058] For ease of interpretation and precise definition in the appended claims, the terms “upper,” “lower,” “inner,” and “outer” are used to describe features with reference to their location in the exemplary embodiments shown in the figures.

[0059] [Terminology Explanation]

[0060] Non-load-bearing hatch: In the context of this article, a "non-load-bearing hatch" refers to a hatch that does not bear the structural load of the entire aircraft. This does not mean a hatch that is not subject to pressurization loads. In contrast to a "non-load-bearing hatch," there is a "load-bearing hatch," such as an outward-opening cargo hatch. The load conditions for hatches like the latter are typically more severe.

[0061] Heading: In the context of this article, "heading" refers to the direction in which an aircraft flies.

[0062] [Example 1]

[0063] The following will refer to Figures 1 to 4 The ventilation door structure, referred to as 2 in the attached figure, is described in general.

[0064] Figure 1The image shows a perspective view of a cabin door of a civil aircraft from the outside. This cabin door is a non-load-bearing door within the aircraft. The non-load-bearing door includes a door body 1 and a ventilation door structure 2 mounted on the door body 1. The door body 1 has a generally trapezoidal shape, having a first side 1.1 forming the waistline of the trapezoid, a second side 1.2 opposite to the first side 1.1, a third side 1.3 forming the short base of the trapezoid, and a fourth side 1.4 opposite the third side forming the long base. When the door is closed, it is held in the closed state by means of a door latch mechanism (not shown in detail).

[0065] In the illustrated embodiment, the ventilation door body 2.1 of the ventilation door structure 2 is disposed on the hatch body 1 near the first side 1.1, and the long side of the ventilation door body 2.1 is parallel to the first side 1.1 of the hatch body 1.

[0066] The hatch body 1 has a ventilation opening O. The ventilation door body 2.1 in the ventilation door structure 2 can rotate relative to the hatch body 1 between the ventilation door open position and the ventilation door closed position. In the ventilation door open position, the ventilation opening O is not covered by the ventilation door body 2.1, thus allowing air to circulate through the ventilation opening O on both sides of the hatch body 1. In the ventilation door closed position, the ventilation opening O is covered by the ventilation door body 2.1, and air cannot circulate through the ventilation opening O on both sides of the hatch body 1.

[0067] In the illustrated embodiment, the opening direction of the ventilation door body 2.1 in the ventilation door structure 2 is set along the flight direction, which facilitates the flow of incoming air into the aircraft cabin. This opening direction achieves better ventilation.

[0068] Next reference Figures 2 to 4 Further explanation of ventilation door structure 2.

[0069] like Figure 2 As shown, a rib-like structure B is provided on the rear side of the hatch body 1, that is, on the side that usually faces the interior of the hatch. This rib-like structure B divides the rear side of the hatch body 1 into multiple structural spaces of different sizes. These structural spaces have different shapes, including rectangular shapes, trapezoidal shapes, and rectangular shapes with rounded corners, etc.

[0070] The ventilation door structure 2 is housed within one of the generally trapezoidal structural spaces S. This generally trapezoidal structural space S is relatively compact, requiring the arrangement of the ventilation door body 2.1 of the ventilation door structure 2, as well as other structures including the hatch latch mechanism, and also providing space for the ventilation door body 2.1 to open into the cabin for ventilation. The ventilation door body 2.1 is hinged to the hatch body 1 via a hinged connection 2.5 configured as a hinge, allowing the ventilation door body 2.1 to pivot relative to the hatch body 1, thereby rotating between a ventilation door open position and a ventilation door closed position. In the illustrated embodiment, the ventilation door structure 2 has two hinged connections 2.5 to hinge the ventilation door body 2.1 to the hatch body 1. In other embodiments not shown, more or fewer hinged connections may be provided between the ventilation door body and the hatch body.

[0071] Two sets of latch assemblies 2.2 are provided on the inner side of the ventilation door body 2.1, that is, on the rear side of the door body 1. They are respectively arranged near both ends of the ventilation door body 2.1 along its length. Each set of latch assemblies 2.2 includes a latch bar 2.21, a latch spring 2.22 sleeved on the latch bar 2.21, and a latch groove 2.23. The latch groove 2.23 is provided on the first toothed plate 2.61 in the toothed plate assembly 2.6. Refer to the following text. Figure 4 The toothed plate assembly 2.6 is described in more detail.

[0072] Go to Figure 4 , Figure 4 The toothed plate assembly 2.6 is shown. The toothed plate assembly 2.6 includes a first toothed plate 2.61 and a second toothed plate 2.62, each having a toothed portion on one side and being connected to each other by the engagement of their toothed portions. The first toothed plate 2.61 is movable relative to the second toothed plate 2.62 by the relative sliding of the toothed portions of the two toothed plates.

[0073] Here, the toothed plate assembly 2.6 is fixedly connected to the hatch body 1 by bolts 2.7. The holes 2.63 on the first toothed plate 2.61 for inserting the bolts 2.7 are constructed as three elongated oval holes, while the corresponding holes on the second toothed plate 2.62 are for the bolts 2.7 to pass through. Figure 4 (Not visible in the middle) The structure is circular. The oblong hole 2.63 allows for tooth-by-tooth adjustment of the first tooth plate 2.61 relative to the second tooth plate 2.62 along the length of the toothed portion, thereby allowing step adjustment.

[0074] like Figure 4 As can be seen, a protrusion 2.64 is integrally formed in the left side portion of the first toothed plate 2.61. The protrusion 2.64 forms an angle with the portion of the first toothed plate 2.61 where the hole 2.63 is opened, for example, an approximately right angle.

[0075] A latch groove 2.23 and an opening position groove 2.24 for the latch assembly 2.2 are formed on a portion of the protrusion 2.64. In the illustrated embodiment, the opening position groove 2.24 is disposed above the latch groove 2.23, and the portion of the protrusion 2.64 with the latch groove 2.23 and the opening position groove 2.24 is configured to have an angle relative to the vertical surface. In other embodiments, this portion may also be formed as an arc surface with a certain curvature.

[0076] In the illustrated embodiment, by setting two sets of latch assemblies 2.2, the ventilation door structure 2 has two independent latch bars 2.21, thereby giving the ventilation door structure 2 a high structural safety. In particular, in the event of failure of a single latch assembly 2.2, the other latch assembly 2.2 can still serve as a backup to keep the ventilation door closed.

[0077] When the aircraft door is closed, latch 2.21 is inserted into latch groove 2.23, thereby keeping the ventilation door body 2.1 in the closed position.

[0078] The latch springs 2.22, which are fitted onto the two latch rods 2.21, are tensioned to tend towards the upper latch, thereby keeping the hatch in the closed position and ensuring the safety of the hatch during flight.

[0079] The two latch assemblies 2.2 are operably connected to the handle assembly 2.3, which is provided with a handle body 2.31, wherein the handle body 2.31 has a gripping part 2.32 for personnel to operate the handle assembly 2.3.

[0080] In use, after the cabin door is closed, if the crew needs to open the ventilation door for ventilation, they do so by rotating the gripping part 2.32 of the handle body 2.31 of the handle assembly 2.3. Specifically, in... Figure 3 When the gripping part 2.32 rotates counterclockwise around the rotation axis R, the latch 2.21 will be driven to move forward, that is, in Figure 3 The valve moves to the lower left, thereby driving the latch bars 2.21 of the two latch assemblies 2.2 to disengage from the latch grooves 2.23 respectively. Then, the crew can manually rotate the ventilation door body 2.1 inward to the ventilation door open position to achieve air convection ventilation.

[0081] In the illustrated embodiment, the ventilation door structure 2 is further provided with a stop 2.4, such as... Figure 3As shown in the figure. In the illustrated embodiment, the stop 2.4 is disposed at a certain height above the rear side of the hatch body 1. This height is determined according to the preset maximum opening angle of the ventilation door. Thus, when the rotation angle of the ventilation door body 2.1 relative to the hatch body 1 reaches the preset maximum opening angle of the ventilation door, the latch 2.21 abuts against the stop 2.4, thereby preventing the ventilation door body 2.1 from continuing to rotate relative to the hatch body 1 and further opening.

[0082] At this time, if the operator releases the handle 2.31 of the handle assembly 2.3, the restoring force of each latch spring 2.22 will insert the latch bar 2.21 into the ventilation door opening position slot 2.24 described above, which is provided on the protrusion 2.64 of the first toothed plate 2.61, so that the ventilation door body 2.1 can be fixed in the ventilation door opening position during the flight of the aircraft.

[0083] In other words, at this point, the opening action of the ventilation door is completed, and the ventilation door body 2.1 is fixed in the ventilation door open position.

[0084] Once ventilation is complete, meaning there is no longer a need for ventilation in the cockpit, or the failure of the existing ventilation or air conditioning system has been resolved, and additional ventilation through the ventilation door structure 2 on the door body 1 is no longer required, the ventilation door must be closed. At this time, the crew can manually disengage the latch 2.21 from the open position slot 2.24 and proceed along... Figure 3 The gripping part 2.32 of the handle body 2.31 of the handle assembly 2.3 is rotated counterclockwise around the rotation axis R, and the ventilation door body 2.1 is rotated in the opposite direction relative to the door body 1. This causes the latch 2.21 to be reinserted into the latch groove 2.23, thereby placing the ventilation door body 2.1 in the ventilation door closed position and fixing it in that position. During this process, the crew can remove the latch 2.21 from the open position groove 2.24 with one hand.

[0085] [Other embodiments]

[0086] In the above embodiments, the general shape of the hatch body 1 and the structure of its rear side have been described, but the present invention is not limited thereto. Figure 1 The front of the aircraft's hatch body 1 shown and Figure 2 The hatch structure on the back of the aircraft hatch body 1 shown is merely illustrative. Any non-load-bearing hatch on an aircraft can be equipped with a ventilation door structure 2.

[0087] Furthermore, regarding the opening direction of the ventilation door body 2.1, in the above embodiments, the opening direction of the ventilation door body 2.1 is set to be along the flight path of the aircraft relative to the opening direction of the door body 1. However, the present invention is not limited to this. In embodiments not shown, the opening direction of the ventilation door body 2.1 can also be set in other directions, so that the arrangement of the ventilation door structure 2 can adapt to the available structural space S on the back side of the door body 1. Although the ventilation effect achieved by setting the opening direction of the ventilation door in directions other than the flight path may not be as good as in the above embodiments, it can adapt to the available space on the back side of different door bodies 1.

[0088] Furthermore, in the above embodiment, the stop member 2.4 is provided in the form of a stop block. However, the present invention is not limited thereto. In embodiments not shown, the stop member 2.4 may also be provided in other forms besides a stop block, such as a stop strip, an elastic abutment, etc.

[0089] Additionally, in the above embodiments, reference is made to... Figure 2 and Figure 3 The stop 2.4 is positioned above a latch 2.21 along the opening rotation trajectory of the ventilation door body 2.1. However, the invention is not limited to this. In other embodiments not shown, the stop can also be positioned at other locations in the structural space S behind the door body 1, provided that the position satisfies the requirement that the stop 2.4 is positioned such that contact between the stop 2.4 and other components of the ventilation door structure 2 prevents the ventilation door body 2.1 from continuing to rotate in the opening direction, that is, the rotation angle of the ventilation door body 2.1 relative to the door body 1 does not exceed a predetermined maximum opening angle of the ventilation door.

[0090] Therefore, during the flight of an aircraft with a door body 1 equipped with a ventilation door structure 2, the ventilation door body 2.1 can be opened as needed to serve as a ventilation measure independent of the existing ventilation system on the aircraft, thereby increasing the safety of the ventilation function of the cockpit and cabin and providing safety redundancy for the ventilation system.

[0091] Furthermore, as mentioned earlier, since the ventilation door structure 2 is installed on the hatch, which is not a main load-bearing structure, opening a ventilation opening on such a hatch does not affect the strength of the aircraft's main load-bearing structure. Therefore, the implementation cost of applying the ventilation door structure 2 to aircraft hatches is relatively low, and its impact on other structural systems on the aircraft is minimal.

[0092] Furthermore, the ventilation door structure 2 allows the crew to use the handle assembly 2.3 to release the latch assembly 2.2 with one hand, combining the release and opening of the ventilation door into one operation. This simplifies the opening operation of the ventilation door when opening a cabin door with ventilation door structure 2.

[0093] In traditional aircraft escape doors that use a combination of a handle and a sliding track to open, for example... Figure 2 The structural space S shown is roughly trapezoidal, and the sliding grooves can only be arranged on the upper and lower sides of this parallel trapezoid. If the length of the parallel sides available for arrangement in this trapezoidal structural space is too short, the door may easily become stuck in the sliding grooves on both sides due to door wobbling during opening and closing. To avoid such jamming, the mechanism that mates the handle and the sliding groove trajectory often requires a larger installation space. If the structural space S available for arranging the ventilation door structure on the back of the aircraft door is limited and compact, installing the ventilation door structure on such a door becomes difficult.

[0094] Unlike the prior art, which uses a handle and a sliding track to open and close the escape door, the ventilation door structure 2 of the present invention, through the design of the latch assembly 2.2, specifically the latch bar 2.1 and the latch groove 2.3 set on the toothed plate, can be arranged in a limited space and realize latching, keeping the ventilation door open and step adjustment.

[0095] Therefore, the ventilation door structure of the present invention not only improves stability and reliability, but also makes it easy to adapt to the doors of different aircraft with different size proportions, especially for the doors of aircraft with limited structural space for arranging ventilation door structures, where it is often difficult to arrange conventional handles and latch mechanisms.

[0096] Within the scope of this invention, various embodiments can be freely combined, or appropriately modified or omitted.

Claims

1. A ventilation door structure installed on the cabin door of a civil aircraft (2). in, The hatch has a hatch body (1), and the hatch is kept closed by means of a hatch latch mechanism when closed. Ventilation openings (O) are provided on the hatch body (1), and The ventilation door structure (2) is disposed on the cabin door body (1), and the ventilation door structure (2) has a ventilation door body (2.1). Its features are, The ventilation door body (2.1) is hinged to the hatch body (1), and the ventilation door body (2.1) can rotate relative to the hatch body (1) between the ventilation door open position and the ventilation door closed position independently of the opening and closing of the hatch. In the open position of the ventilation door, the ventilation opening (O) is not obstructed by the ventilation door body (2.1), and air can circulate through the ventilation opening (O) on both sides of the door. In the closed position of the ventilation door, the ventilation opening (O) is completely blocked by the ventilation door body (2.1), and air cannot circulate through the ventilation opening (O) on both sides of the door. The ventilation door structure (2) has at least one latch assembly (2.2) and an opening position slot (2.24). The latch assembly (2.2) includes a latch bar (2.21) and a latch groove (2.23). The latch bar (2.21) can be inserted into and removed from the latch groove (2.23). When the latch (2.21) is inserted into the latch groove (2.23), the ventilation door body (2.1) is held in the ventilation door closed position, and When the ventilation door body (2.1) reaches the ventilation door open position, placing the latch (2.21) in the open position slot (2.24) can hold the ventilation door body (2.1) in the ventilation door open position, and The ventilation door structure (2) has a toothed plate assembly (2.6) fixedly connected to the door body (1). The toothed plate assembly (2.6) includes a first toothed plate (2.61) and a second toothed plate (2.62) that can move relative to each other to achieve step-by-step adjustment. The latch groove (2.23) is disposed on one of the first toothed plate and the second toothed plate.

2. The ventilation door structure (2) as described in claim 1, characterized in that, The ventilation door structure (2) also has a handle assembly (2.3) operably connected to the at least one latch assembly (2.2), and the handle assembly (2.3) has a handle body (2.31).

3. The ventilation door structure (2) as described in claim 2, characterized in that, A latch spring (2.22) is also fitted onto the latch bar (2.21), and the latch spring is pre-tensioned so that the latch assembly (2.2) tends to latch up, thereby holding the hatch in the closed position.

4. The ventilation door structure (2) as described in claim 3, characterized in that, The ventilation door structure (2) includes two latch assemblies (2.2), which are respectively disposed at both ends of the ventilation door body (2.1) along the length direction of the ventilation door body (2.1).

5. The ventilation door structure (2) as described in claim 4, characterized in that, The ventilation door structure (2) further includes at least one stop (2.4) to prevent the rotation angle of the ventilation door body (2.1) relative to the door body (1) from exceeding the pre-given maximum ventilation door opening angle.

6. The ventilation door structure (2) as described in any one of claims 1 to 5, characterized in that, The opening direction of the ventilation door body (2.1) relative to the hatch is in the heading direction of the aircraft.

7. An aircraft having at least one load-bearing hatch and at least one non-load-bearing hatch, wherein, At least one of the non-load-bearing doors has a ventilation opening (O) and a ventilation door structure (2) as described in any one of claims 1 to 6.

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