A pressurization prevention mechanism for a pressurized cabin of an aircraft

Abstract

This application belongs to the technical field of aircraft pressurized cabin pressurization prevention mechanism design, specifically relating to an aircraft pressurized cabin pressurization prevention mechanism. The mechanism is designed such that the transmission roller and the elongated hole on the pressure relief door lug have a certain fit margin after the cabin door is closed and the locking mechanism is engaged. The elastic force of the first and second torsion springs allows the pressure relief door to open to a certain angle, gradually closing as the pressurized cabin pressurizes. This design addresses the requirements for machining and assembly precision, avoids interference caused by machining and assembly errors, ensures the locking mechanism can complete locking, and is easy to install and debug with good manufacturability.

Description

Technical Field

[0001] This application belongs to the technical field of aircraft pressurization prevention mechanism design, specifically relating to an aircraft pressurization prevention mechanism. Background Technology

[0002] According to safety requirements, when pressurizing the aircraft pressurized cabin, it is necessary to ensure that the cabin door locking mechanism is locked. For this purpose, a pressure relief port is provided in the cabin, and a corresponding pressurization prevention mechanism is designed. The pressure relief mechanism is connected to the locking shaft of the locking mechanism. After the cabin door is closed and the locking mechanism is locked, the locking shaft of the locking mechanism drives the pressure relief port to block it. This technical solution requires extremely high processing and assembly precision for the linkage between the pressure relief mechanism and the cabin door locking mechanism. However, in practice, processing and assembly errors are unavoidable. Interference can easily occur, resulting in the cabin door locking mechanism failing to lock completely, or the cabin door locking mechanism failing to completely block the pressure relief port after locking. This makes installation and debugging difficult, has poor manufacturability, and results in a low yield rate.

[0003] This application is made in view of the aforementioned technical deficiencies.

[0004] It should be noted that the above background information is only used to assist in understanding the inventive concept and technical solution of this application, and it does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above information was disclosed on the filing date of this application, the above background information should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention

[0005] The purpose of this application is to provide an aircraft pressurization prevention mechanism to overcome or mitigate at least one of the known technical defects.

[0006] The technical solution of this application is:

[0007] An aircraft pressurized cabin pressurization prevention mechanism includes a cabin door, a locking mechanism lock shaft, a connecting rod, an intermediate rocker arm, an intermediate pull rod, a transmission rocker arm, a transmission roller, a pressure relief door, a first spacer, a first torsion spring, a first hook pin, a second hook pin, a second torsion spring, a second spacer, and a spindle.

[0008] The hatch is equipped with a pressure relief vent;

[0009] The locking mechanism has a locking shaft installed on the inside of the hatch, and a rocker arm is mounted on it;

[0010] The central rocker arm is hinged to the inside of the hatch;

[0011] One end of the connecting rod is hinged to the rocker arm of the locking shaft of the locking mechanism, and the other end is hinged to the middle rocker arm;

[0012] The spindle is installed inside the hatch;

[0013] The depressurization door is located inside the hatch and is fitted onto the outer periphery of the spindle by two lugs, one of which has an elongated hole.

[0014] The first torsion spring and the second torsion spring are sleeved on the outer periphery of the spindle, located between the two lugs on the pressure relief door, with one end connected to the pressure relief door and the other end connected to the inside of the pressure relief door;

[0015] The transmission rocker arm is sleeved on the spindle;

[0016] The transmission roller is mounted on the transmission rocker arm and is locked in the oblong hole;

[0017] One end of the middle tie rod is hinged to the middle rocker arm, and the other end is hinged to the transmission rocker arm;

[0018] After the hatch is closed and the locking mechanism is engaged, under the elastic force of the first torsion spring and the second torsion spring, the pressure relief door has a rotational tendency to open inward, so that one end of the elongated hole on the pressure relief door lug touches the transmission roller, maintaining an opening angle of 10° to 20°. As the pressurization chamber increases, the pressure relief door gradually closes, sealing the pressure relief port on the hatch.

[0019] When the locking mechanism unlocks and the hatch opens, the locking shaft of the locking mechanism rotates, which drives the intermediate rocker arm to rotate via the connecting rod. The intermediate pull rod then drives the transmission rocker arm to rotate, causing the transmission roller to roll to the other end of the elongated hole on the pressure relief door ear plate. This, in turn, drives the pressure relief door to rotate and open inward, releasing the blockage on the pressure relief port on the hatch.

[0020] According to at least one embodiment of this application, in the above-described aircraft pressurization prevention mechanism, the intermediate tie rod is a telescopic rod or is composed of two threaded connections.

[0021] According to at least one embodiment of this application, the above-described aircraft pressurized cabin pressurization prevention mechanism further includes a sealing strip;

[0022] The sealing strip is attached to the outer edge of the pressure relief valve.

[0023] According to at least one embodiment of this application, the above-described aircraft pressurized cabin pressurization prevention mechanism further includes a first hook and a second hook.

[0024] The pressure relief valve has a support plate located between two lugs;

[0025] The first and second pins connect the two sides of the support plate;

[0026] The first and second torsion springs are located between the two lugs on the pressure relief door, distributed on both sides of the support plate. One end is hooked on the first and second hooks, and the other end is hooked on the inside of the pressure relief door.

[0027] According to at least one embodiment of this application, the above-described aircraft pressurization cabin pressurization prevention mechanism further includes a first partition and a second partition;

[0028] The first spacer and the second spacer are fitted onto the outer circumference of the mandrel;

[0029] The first torsion spring and the second torsion spring are sleeved on the outer periphery of the first spacer and the second spacer, respectively.

[0030] This application has at least the following beneficial technical effects:

[0031] A pressurization prevention mechanism for an aircraft pressurized cabin is provided. The design allows for a certain degree of fit between the transmission roller and the elongated hole on the pressure relief door lug. After the cabin door is closed and the locking mechanism is engaged, the elastic force of the first and second torsion springs allows the pressure relief door to open at a certain angle. As the pressurized cabin gradually closes, this mechanism reduces the requirements for machining and assembly precision, avoids interference caused by machining and assembly errors, ensures the locking mechanism can lock, and is easy to install and debug with good manufacturability. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the structure of the aircraft pressurization prevention mechanism provided in the embodiments of this application;

[0033] Figure 2 This is an assembly diagram of the aircraft pressurization prevention mechanism provided in the embodiments of this application;

[0034] Figure 3 This is a schematic diagram of the structure of the hatch provided in the embodiments of this application;

[0035] Figure 4 This is a schematic diagram of the aircraft pressurization prevention mechanism provided in this application embodiment after the cabin door closing lock mechanism is locked;

[0036] Figure 5 This is a schematic diagram of the depressurization prevention mechanism of the aircraft pressurized cabin provided in the embodiments of this application, with the depressurization relief door of the locking mechanism closed;

[0037] Figure 6 This is a schematic diagram of the aircraft pressurization prevention mechanism provided in this application embodiment after the locking mechanism unlocks and the cabin door is opened;

[0038] in:

[0039] 1-Hatch door; 2-Locking mechanism lock shaft; 3-Connecting rod; 4-Intermediate rocker arm; 5-Intermediate pull rod; 6-Transmission rocker arm; 7-Transmission roller; 8-Pressure relief door; 9-Sealing strip; 10-First spacer; 11-First torsion spring; 12-First hook pin; 13-Second hook pin; 14-Second torsion spring; 15-Second spacer; 16-Spindle;

[0040] 1-1-First crossbeam; 1-2-Second crossbeam; 1-3-Third crossbeam.

[0041] To better illustrate this embodiment, some parts in the accompanying drawings may be omitted, enlarged, or reduced, and do not represent the actual size of the product. Furthermore, the drawings are for illustrative purposes only and should not be construed as limiting this patent. Detailed Implementation

[0042] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings. Other related parts can be referred to the general design. In the absence of conflict, the embodiments and technical features in the embodiments of this application can be combined with each other to obtain new embodiments.

[0043] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "upper," "lower," "left," "right," "center," "vertical," "horizontal," "inner," and "outer," etc., used in this application description to indicate relative direction or positional relationship are used only to indicate relative orientation or positional relationship, and do not imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly, and therefore should not be construed as a limitation on this application. The terms "first," "second," "third," and similar terms used in this application description are used only for descriptive purposes to distinguish different components, and should not be construed as indicating or implying relative importance. The terms "a," "one," or "the," etc., used in this application description should not be construed as an absolute limitation on quantity, but should be construed as indicating the existence of at least one. The terms "including," "comprising," etc., used in this application description mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects.

[0044] Furthermore, it should be noted that, unless otherwise explicitly specified and limited, terms such as “installation,” “connection,” and “linkage” used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; or it can be a connection within two components. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0045] The following is in conjunction with the appendix Figures 1 to 6 This application will be described in further detail.

[0046] A pressurization prevention mechanism for an aircraft pressurized cabin includes a connecting rod 3, an intermediate rocker arm 4, an intermediate pull rod 5, a transmission rocker arm 6, a transmission roller 7, a pressure relief door 8, a sealing strip 9, a first spacer 10, a first torsion spring 11, a first hook pin 12, a second hook pin 13, a second torsion spring 14, a second spacer 15, and a spindle 16. Figures 1-2 As shown.

[0047] The inner side of hatch 1 has a first crossbeam 1-1, a second crossbeam 1-2, and a third crossbeam 1-3, on which pressure relief vents are provided, such as... Figure 3 As shown.

[0048] The locking mechanism's locking shaft 2 is mounted on the second crossbeam 1-2 via supports at both ends, and rocker arms are mounted on it.

[0049] The middle rocker arm 4 is hinged to the third crossbeam 1-3 by a pin through a single and double ear structure.

[0050] One end of the connecting rod 3 is hinged to the rocker arm of the locking shaft 2 of the locking mechanism by a pin through a single-double ear structure, and the other end is hinged to the intermediate rocker arm 4 by a pin through a single-double ear structure.

[0051] The mandrel 16 is mounted on the first crossbeam 1-1 at both ends via supports.

[0052] The pressure relief door 8 is installed inside the hatch 1 and is fitted around the mandrel 16 by two lugs. The two lugs are located between two supports on the first crossbeam 1-1, and one of the lugs has an elongated hole. In addition, the pressure relief door 8 has a support plate located between the two lugs.

[0053] The sealing strip 9 is connected to the outer edge of the pressure relief valve 8.

[0054] The first pin 12 and the second pin 13 are connected to both sides of the support plate on the pressure relief door 8.

[0055] The first spacer 10 and the second spacer 15 are fitted around the outer periphery of the spindle 16, located between the two lugs on the pressure relief door 8, distributed on both sides of the support plate on the pressure relief door 8, and have protruding shoulders that abut against the inner side of the two lugs on the pressure relief door 8.

[0056] The first torsion spring 11 and the second torsion spring 14 are sleeved on the outer periphery of the first spacer 10 and the second spacer 15. One end is hooked on the first hanging pin 12 and the second hanging pin 13, and the other end is hooked on the first crossbeam 1-1. Two corresponding spring fixing holes can be opened on the first crossbeam 1-1.

[0057] The transmission rocker arm 6 is mounted on the spindle 16 and rests against the lug with an elongated hole on the pressure relief valve 8, located between the lug and the corresponding support on the first crossbeam 1-1.

[0058] The transmission roller 7 is mounted on the transmission rocker arm 6 and is locked in the elongated hole on the ear plate of the pressure relief door 8.

[0059] One end of the middle tie rod 5 is hinged to the middle rocker arm 4 with a pin through a single and double ear structure, and the other end is hinged to the transmission rocker arm 6 with a pin through a single and double ear structure. The length is adjustable and can be a telescopic rod or a two-section threaded connection.

[0060] After hatch 1 is closed and the locking mechanism is engaged, under the elastic force of the first torsion spring 11 and the second torsion spring 14, the pressure relief door 8 has a clockwise rotation tendency, that is, a rotation tendency to open inwards, so that one end of the elongated hole on the ear plate of the pressure relief door 8 touches the transmission roller 7, and the pressure relief door 8 opens at a certain angle, specifically 10°~20°, which can be adjusted by the extension and retraction of the middle pull rod 5. Figure 4 As shown, as the pressurization chamber is pressurized, the depressurization door 8 gradually closes, sealing the depressurization port on the hatch 1, as... Figure 5 As shown, the pressurization chamber can continue to pressurize to the set pressure.

[0061] When the locking mechanism unlocks and the hatch opens, the locking shaft 2 of the locking mechanism rotates counterclockwise, which drives the intermediate rocker arm 4 to rotate clockwise via the connecting rod 3. This, in turn, drives the transmission rocker arm 6 to rotate clockwise via the intermediate pull rod 5. This causes the transmission roller 7 to roll to the other end of the elongated hole on the lug of the pressure relief door 8, thereby causing the pressure relief door 8 to rotate counterclockwise and open inward, releasing the blockage on the pressure relief port of the hatch 1. Figure 6 As shown, after the hatch 1 is closed, the locking mechanism is locked, and the locking shaft 2 of the locking mechanism rotates clockwise, the pressure relief door 8 returns to its original position.

[0062] In the pressurization prevention mechanism for the aircraft pressurized cabin disclosed in the above embodiments, the transmission roller 7 and the elongated hole on the lug of the pressure relief door 8 are designed to have a certain fit margin after the cabin door 1 is closed and the locking mechanism is locked. The elastic force of the first torsion spring 11 and the second torsion spring 14 is used to open the pressure relief door 8 to a certain angle. As the pressurization in the pressurized cabin gradually closes, the requirements for processing and assembly precision are met, interference caused by processing and assembly errors is avoided, the locking mechanism can be locked, the installation and debugging are easy, and the processability is good.

[0063] The technical solution of this application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A pressurization prevention mechanism for an aircraft pressurized cabin, characterized in that, Includes hatch (1), locking mechanism lock shaft (2), connecting rod (3), intermediate rocker arm (4), intermediate pull rod (5), transmission rocker arm (6), transmission roller (7), pressure relief door (8), first spacer (10), first torsion spring (11), first hook pin (12), second hook pin (13), second torsion spring (14), second spacer (15), spindle (16); A pressure relief vent is provided on the hatch (1); The locking mechanism lock shaft (2) is installed inside the hatch (1) and has a rocker arm on it; The intermediate rocker arm (4) is hinged to the inside of the hatch (1); One end of the connecting rod (3) is hinged to the rocker arm of the locking shaft (2) of the locking mechanism, and the other end is hinged to the middle rocker arm (4); The spindle (16) is installed inside the hatch (1); The pressure relief door (8) is installed inside the hatch (1) and is fitted around the outer periphery of the spindle (16) by two lugs, one of which has an elongated hole; The first torsion spring (11) and the second torsion spring (14) are sleeved on the outer periphery of the spindle (16) and located between the two lugs on the pressure relief door (8). One end is connected to the pressure relief door (8) and the other end is connected to the inside of the pressure relief door (8). The transmission rocker arm (6) is sleeved on the spindle (16); The transmission roller (7) is mounted on the transmission rocker arm (6) and is locked in the elongated hole; One end of the middle tie rod (5) is hinged to the middle rocker arm (4), and the other end is hinged to the transmission rocker arm (6); After the hatch (1) is closed and the locking mechanism is locked, under the elastic force of the first torsion spring (11) and the second torsion spring (14), the pressure relief door (8) has a rotational tendency to open inward, so that one end of the elongated hole on the ear plate of the pressure relief door (8) touches the transmission roller (7) and keeps it open at a certain angle, specifically 10°~20°. As the pressurization chamber is pressurized, the pressure relief door (8) gradually closes, blocking the pressure relief port on the hatch (1); When the lock mechanism is unlocked and the hatch is opened, the lock shaft (2) of the lock mechanism rotates, which drives the intermediate rocker arm (4) to rotate via the connecting rod (3), and drives the transmission rocker arm (6) to rotate via the intermediate pull rod (5), so that the transmission roller (7) rolls to the other end of the elongated hole on the ear plate of the pressure relief door (8), thereby driving the pressure relief door (8) to rotate and open inward, releasing the blockage of the pressure relief port on the hatch (1).

2. The aircraft pressurized cabin pressurization prevention mechanism according to claim 1, characterized in that, The intermediate tie rod (5) is a telescopic rod or is composed of two threaded connections.

3. The aircraft pressurized cabin pressurization prevention mechanism according to claim 1, characterized in that, It also includes sealing tape (9); The sealing strip (9) is attached to the outer edge of the pressure relief valve (8).

4. The aircraft pressurized cabin pressurization prevention mechanism according to claim 1, characterized in that, It also includes the first pin (12) and the second pin (13); The pressure relief valve (8) has a support plate located between two lugs; The first pin (12) and the second pin (13) are connected to both sides of the support plate; The first torsion spring (11) and the second torsion spring (14) are located between the two lugs on the pressure relief door (8) and distributed on both sides of the support plate. One end is hooked on the first hook (12) and the second hook (13), and the other end is hooked on the inside of the pressure relief door (8).

5. The aircraft pressurized cabin pressurization prevention mechanism according to claim 1, characterized in that, It also includes a first spacer (10) and a second spacer (15); The first spacer (10) and the second spacer (15) are fitted around the outer periphery of the mandrel (16); The first torsion spring (11) and the second torsion spring (14) are sleeved on the outer periphery of the first spacer (10) and the second spacer (15).

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