An aircraft cabin door lifting mechanism

Abstract

An aircraft cabin door lifting mechanism includes a hinge arm; an upper lifting arm shaft and a lower lifting arm shaft fixed in a door; an upper lifting arm and a lower lifting arm pivotally connected to the upper lifting arm shaft and the lower lifting arm shaft, respectively; a handle shaft on which a handle is fixedly mounted and which can be manually operated to move the handle shaft; a transmission mechanism configured to cause movement of the handle shaft to move the upper lifting arm and the lower lifting arm; and an auxiliary lifting mechanism configured to impede lifting of the door during movement of the door from a closed state to an intermediate state and to facilitate lifting of the door during movement of the door from the intermediate state to a fully-lifted state, and vice versa, wherein the auxiliary lifting mechanism includes an auxiliary rocker arm fixedly mounted on the handle shaft; a resilient member pivotally connected at one end to the auxiliary rocker arm; and a support fixed in the door and connected to the other end of the resilient member.

Description

Technical Field

[0001] This invention belongs to the field of aircraft cabin door mechanism design, and specifically relates to an aircraft passenger cabin door lifting mechanism. Background Technology

[0002] In civil aircraft, cabin doors serve as entrances and exits and are frequently used by passengers and crew. Therefore, the opening and closing performance of these doors directly impacts the crew's user experience. Typically, opening the door requires first lifting it and then opening it outwards. Regarding lifting the cabin door, its weight is considerable, making it quite difficult for the average person to do so.

[0003] Due to the weight of the cabin door, the design of the door lifting mechanism must prioritize both the ability to lift the heavy door effectively and the efficiency of the lifting process. Therefore, a reliable lifting mechanism is needed to control the upward and downward movement of the door, ensuring smooth opening and closing during aircraft operation. Summary of the Invention

[0004] To address the problem of aircraft cabin doors not opening smoothly, this invention designs an aircraft cabin door lifting mechanism that enables the aircraft door to move between a closed state and a fully raised state. This aircraft cabin door lifting mechanism includes an auxiliary lifting mechanism that provides lifting assistance when the door is raised and lowering assistance when the door is lowered. Furthermore, the aircraft cabin door lifting mechanism also has the technical advantages of preventing accidental operation, a simple structure, and a high degree of integration.

[0005] Specifically, the aircraft cabin door lifting mechanism includes a hinge arm; an upper lifting arm shaft, which is installed in the cabin door such that the upper lifting arm shaft is fixed relative to the cabin door; an upper lifting arm, which is pivotally connected to the hinge arm at one end and rotatably connected to the upper lifting arm shaft; a lower lifting arm shaft, which is installed in the cabin door parallel to the upper lifting arm shaft and such that the lower lifting arm shaft is fixed relative to the cabin door; a lower lifting arm, which is pivotally connected to the hinge arm at one end and rotatably connected to the lower lifting arm shaft; a handle shaft, which is installed in the cabin door between the upper lifting arm shaft and the lower lifting arm shaft and is parallel to the upper lifting arm shaft and the lower lifting arm shaft; a handle, which is fixedly installed on the handle shaft and can be manually operated to move the handle shaft; and a transmission mechanism, which connects the handle shaft to one of the upper lifting arm and the lower lifting arm, such that the movement of the handle shaft drives the upper lifting arm, the cabin door, and the lower lifting arm to move via the transmission mechanism. The aircraft cabin door lifting mechanism also includes an auxiliary lifting mechanism configured to impede the lifting of the door during its movement from a closed state to an intermediate state between a lifted state and a lifted-in-place state, and to facilitate the lifting of the door during its movement from the intermediate state to the lifted-in-place state, and vice versa. The auxiliary lifting mechanism includes: an auxiliary rocker arm fixedly mounted on a handle shaft for movement with the handle shaft; an elastic member pivotally connected at one end to the auxiliary rocker arm such that it impedes the movement of the door during its movement from a closed state to an intermediate state, and facilitates the movement of the door during its movement from the intermediate state to the lifted-in-place state; and a support fixed in the door and connected to the other end of the elastic member.

[0006] Optionally, the transmission mechanism connects the handle shaft to the lower lifting arm shaft, so that the movement of the handle shaft drives the movement of the lower lifting arm shaft via the transmission mechanism.

[0007] In one embodiment, the transmission mechanism includes: a lifting shaft mounted in the hatch between a handle shaft and a lower lifting arm shaft, and parallel to the handle shaft and the lower lifting arm shaft; a first linkage mechanism configured such that movement of the handle shaft drives movement of the lifting shaft via the first linkage mechanism; and a second linkage mechanism including a lower lifting arm, and configured such that movement of the lifting shaft drives movement of the lower lifting arm in the second linkage mechanism.

[0008] Specifically, the first linkage mechanism includes a drive rocker arm fixedly connected to the handle shaft, a first driven rocker arm fixedly connected to the lifting shaft, and a first link pivotally connected to the drive rocker arm and the first driven rocker arm.

[0009] Specifically, the second linkage includes a lower lifting arm, a second driven rocker arm fixedly connected to the lifting shaft, and a second link pivotally connected to the lower lifting arm shaft and the second driven rocker arm.

[0010] Preferably, when the hatch moves from the closed state to the raised state, the first linkage mechanism and the second linkage mechanism are configured to raise the second linkage first, then lower it, and then raise it again, so that the lower lifting arm first rotates along the first direction (clockwise or counterclockwise), then rotates in the opposite direction, and then rotates along the first direction again.

[0011] In an embodiment of the present invention, the aircraft cabin door lifting mechanism further includes an upper transmission mechanism, which connects the handle shaft and the upper lifting arm shaft.

[0012] Preferably, the transmission mechanism and the upper transmission mechanism share a drive rocker arm, which is fixedly mounted on the handle shaft.

[0013] In the case of a shared drive rocker arm, the upper transmission mechanism includes a third linkage mechanism, which consists of a drive rocker arm, a transmission rocker arm pivotally connected to the upper lifting arm shaft, and an upper linkage pivotally connected to the drive rocker arm and the transmission rocker arm. When the hatch is in the closed and raised state, the third linkage mechanism does not have over-center characteristics.

[0014] Furthermore, the aircraft cabin door lifting mechanism also includes a locking shaft link, which is pivotally connected to the transmission rocker arm of the third linkage mechanism.

[0015] Additional features and advantages of the aircraft cabin door lifting mechanism described herein will be set forth in the detailed description below, and will be recognized by those skilled in the art either by the following description or by practice of the embodiments described herein, including the detailed description below and the accompanying drawings. Attached Figure Description

[0016] With reference to the above objectives, the technical features of the present invention are clearly described in the following claims, and its advantages will be apparent from the following detailed description with reference to the accompanying drawings, which illustrate preferred embodiments of the invention by way of example, without limiting the scope of the inventive concept.

[0017] Figure 1 A perspective view of an aircraft cabin door lifting mechanism according to an embodiment of the present invention is shown; Figure 2 A schematic diagram of an aircraft cabin door lifting mechanism according to an embodiment of the present invention is shown when the cabin door is in the closed state; Figure 3 A schematic diagram of an aircraft cabin door lifting mechanism according to an embodiment of the present invention is shown when the cabin door is moving toward the lifting state; Figure 4 A schematic diagram of an aircraft cabin door lifting mechanism according to an embodiment of the present invention is shown when the cabin door is in the lifted state; Figure 5 An auxiliary lifting mechanism for an aircraft cabin door lifting mechanism is shown according to an embodiment of the present invention when the cabin door is in the closed state; Figure 6 An auxiliary lifting mechanism of an aircraft cabin door lifting mechanism according to an embodiment of the present invention is shown when the cabin door is moving toward the raised position; and Figure 7 An auxiliary lifting mechanism of an aircraft cabin door lifting mechanism is shown according to an embodiment of the present invention when the cabin door is in the raised position.

[0018] Figure Labels

[0019] 1. Cabin door

[0020] 2 Hinged Arms

[0021] 3. Upper lifting arm shaft

[0022] 4. Upper lifting arm

[0023] 5 Lower lifting arm shaft

[0024] 6 Lower lifting arm

[0025] 7 Handle Shaft

[0026] 8 handles

[0027] 9 Lifting Shaft

[0028] 10 Drive rocker arm

[0029] 11 First follower rocker arm

[0030] 12 First Link

[0031] 13 Second follower rocker arm

[0032] 14 Second Link

[0033] 15-linkage linkage

[0034] 16 Auxiliary rocker arm

[0035] 17. Elastic Components

[0036] 18 supports

[0037] 19. Transmission rocker arm

[0038] 20 Upper Linkage

[0039] 21 Locking shaft connecting rod Detailed Implementation

[0040] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments, but this should not be construed as limiting the present invention in any way.

[0041] It should be understood that the directional terms “up,” “down,” “horizontal,” “vertical,” and related terms such as “lift,” “descent,” etc., used in this article are described with reference to an aircraft under normal flight conditions.

[0042] The term "closed state" as used in this article refers to the state when the aircraft door is in the fully closed position.

[0043] The term "lift status" as used in this article refers to the state when the aircraft door is about to be lifted.

[0044] The term "lifted-in position" as used in this article refers to the state when the aircraft door is in the fully lifted position. Specifically, during the movement of the door from the closed position to the lifted position, the door first moves upward and then downward, and the door is continuously lifted upward during the movement from the lifted position to the lifted-in position.

[0045] As used herein, the term "intermediate state" refers to a state in which the aircraft door is between the closed state and the raised-to-position state, i.e., between the fully closed position and the fully raised position, where the raising of the door is hindered by an auxiliary lifting mechanism before reaching this state, and facilitated by the auxiliary lifting mechanism after reaching this state. In a preferred embodiment herein, the "intermediate state" is located between the raised state and the raised-to-position state.

[0046] The term "four-bar linkage" as used herein mainly refers to a structure consisting of two fixed pivots (which are equivalent to a fixed rod) and three rods connected between the pivots (e.g., the four-bar linkage consisting of the handle shaft 7, the lifting shaft 9, the drive rocker arm 10, the first link 11, and the driven rocker arm 12 described below), a structure commonly used by those skilled in the art.

[0047] Furthermore, the "over-center characteristic" of the four-bar linkage used in this paper refers to the motion characteristic of the link connected to one of the pivots in the four-bar linkage described herein, which rotates in one direction first and then in the opposite direction during the movement of its hatch from the closed state to the raised state. Visually, a four-bar linkage with the over-center characteristic presents a concave quadrilateral shape.

[0048] For ease of understanding, the terms "clockwise direction" and "counterclockwise direction" used in this article are based on... Figure 2-4 It is described using a schematic diagram.

[0049] Figure 1 An embodiment of the present invention illustrates an aircraft cabin door lifting mechanism for enabling an aircraft cabin door 1 to move between a closed state and a raised position. Here, cabin door 1 specifically refers to the door structure. This aircraft cabin door lifting mechanism mainly includes a hinge arm 2, an upper lifting arm shaft 3, an upper lifting arm 4, a lower lifting arm shaft 5, and a lower lifting arm 6. The hinge arm 2 is pivotally mounted on the aircraft outside the door body (e.g., mounted on the door frame), allowing it to pivot horizontally. The upper lifting arm shaft 3 is mounted in the cabin door 1 such that it is fixed relative to the cabin door 1. Similarly, the lower lifting arm shaft 5 is mounted in the cabin door 1 parallel to the upper lifting arm shaft 3 and is fixed relative to the cabin door 1. The upper lifting arm 4 is pivotally connected to the hinge arm 2 at one end and rotatably connected to the upper lifting arm shaft 3. Similarly, the lower lifting arm 6 is pivotally connected to the hinge arm 2 at one end and rotatably connected to the lower lifting arm shaft 5. Thus, the two pivot points of the hinge arm 2, the upper lifting arm 4 (and the upper lifting arm shaft 3), the hatch 1, and the lower lifting arm 6 (and the lower lifting arm shaft 5) form a four-bar linkage, which allows the upper lifting arm 4 and the lower lifting arm 6 to lift or lower the hatch 1 if they pivot relative to the hinge arm 2, for example, in a vertical plane.

[0050] Continue to refer to Figure 1 The aircraft cabin door lifting mechanism includes a handle shaft 7 and a handle 8. Handle shaft 7 is mounted within the cabin door between the upper lifting arm shaft 3 and the lower lifting arm shaft 5, and is parallel to both shafts. The arrangement of handle shaft 7 and handle 8 between the upper lifting arm 4 and the lower lifting arm 6 saves considerable space that could be occupied during handle 8 rotation. Handle shaft 7 can also rotate relative to the cabin door 1 without displacement. Handle 8 is fixedly mounted on handle shaft 7, and can be manually operated to move (specifically, rotate) handle shaft 7.

[0051] In order for the operation of the handle 8 to drive the movement of the cabin door 1, the movement of the handle shaft 7 associated with the handle 8 should act on the upper lifting arm 4 and the lower lifting arm 6 associated with the cabin door 1; that is, the movement of the handle shaft 7 should drive the movement of at least one of the upper lifting arm 4 and the lower lifting arm 6. For this purpose, the aircraft cabin door lifting mechanism includes a transmission mechanism that connects the handle shaft 7 to one of the upper lifting arm 4 and the lower lifting arm 6, such that the movement of the handle shaft 7 drives the movement of one of the upper lifting arm 4 and the lower lifting arm 6 via the transmission mechanism, specifically, rotation. Whenever one of the upper lifting arm 4 and the lower lifting arm 6 moves, the other of the upper lifting arm 4 and the lower lifting arm 6, as well as the cabin door 1, will also move due to the linkage mechanism between the upper lifting arm 4, the cabin door 1, and the lower lifting arm 6.

[0052] In this embodiment, the lower lifting arm 6 is selected as the driving arm, meaning that the rotation of the handle shaft 7 drives the rotation of the lower lifting arm 6, while the upper lifting arm 4 is the driven arm, meaning that the rotation of the lower lifting arm 6 drives the rotation of the upper lifting arm 4. In this case, the transmission mechanism connects the handle shaft 7 and the lower lifting arm 6, so that the movement of the handle shaft 7 drives the movement of the lower lifting arm 6 via the transmission mechanism. In a preferred embodiment, the transmission mechanism employs a four-bar linkage with over-center characteristics. (Refer to...) Figure 2-4 Specifically, this transmission mechanism includes a lifting shaft 9, a first linkage mechanism, and a second linkage mechanism. The lifting shaft 9 is installed in the hatch 1 between the handle shaft 7 and the lower lifting arm shaft 5, and is parallel to both the handle shaft 7 and the lower lifting arm shaft 5, allowing the lifting shaft 9 to remain stationary relative to the hatch 1 and to rotate relative to the hatch 1. The first linkage mechanism is configured such that the movement of the handle shaft 7 drives the movement of the lifting shaft 9 via the first linkage mechanism. Specifically, the first linkage mechanism mainly includes a drive rocker arm 10 fixedly connected to the handle shaft 7, a first driven rocker arm 11 fixedly connected to the lifting shaft 9, and a first link 12 pivotally connected to the drive rocker arm 10 and the first driven rocker arm 11. When the handle shaft 7 rotates, the handle shaft 7 drives the drive rocker arm 10 to rotate, the drive rocker arm 10 then drives the first driven rocker arm 11 to rotate via the first link 12, and the first driven rocker arm 11 then drives the lifting shaft 9 to rotate. Thus, the rotation of the handle shaft 7 drives the rotation of the lifting shaft 9. The first linkage mechanism, including the drive rocker arm 10, the first driven rocker arm 11, and the first link 12, has an over-center characteristic, such that when the hatch 1 moves from the closed state to the raised state, the first driven rocker arm 11 first rotates in one direction (e.g., clockwise) (see reference). Figure 2 Then rotate in the opposite direction (e.g., counterclockwise) (see reference). Figure 3-4 ).

[0053] Continue to refer to Figure 2-4The second linkage mechanism is configured such that the movement of the lifting shaft 9 drives the movement of the lower lifting arm 6 via the second linkage mechanism. Specifically, the second linkage mechanism includes the lower lifting arm 6, a second driven rocker arm 13 fixedly connected to the lifting shaft 9, and a second link 14 pivotally connected to the lower lifting arm 6 and the second driven rocker arm 13. It is worth noting that, as can be seen from the figure, the second link 14 is pivotally connected to the end of the lower lifting arm 6, while the lower lifting arm shaft 5 is installed at approximately the middle of the length of the lower lifting arm 6. However, this is not mandatory, and in other cases, the second link 14 can be pivotally connected to a non-end position of the lower lifting arm 6, while the lower lifting arm shaft 5 is installed at the end of the lower lifting arm 6. As described above, when the handle shaft 7 rotates, the handle shaft 7 drives the lifting shaft 9 to rotate via the first linkage mechanism. Further, when the lifting shaft 9 rotates, the lifting shaft 9 drives the second driven rocker arm 13 to rotate, and the second driven rocker arm 13 then drives the lower lifting arm 6 to rotate via the second link 14, thereby the rotation of the lifting shaft 9 drives the movement of the lower lifting arm 6.

[0054] Reference Figure 1 The lower lifting arm 6 is also connected to the assisting link 15 at the position where it connects to the second link 14. The assisting link 15 is connected to other assisting mechanisms (not shown). Thus, when the lower lifting arm 6 is driven to move upward, the lower lifting arm 6 is subjected to gravity at the lower lifting arm shaft 5 with the pivot point of the hinge arm 2 as the fulcrum. At the end, the second link 14 is subjected to the lifting force from the second link 14 and the assisting link 15, similar to a lever. The lifting torque exceeds the gravitational torque, causing the lower lifting arm 6 to rotate, thereby moving upward and driving the hatch 1 to move, and driving the upper lifting arm 4 to rotate.

[0055] Reference Figure 2-4 When the hatch moves from the closed state through the raised state to the raised position, the second driven rocker arm 13 is driven by the clockwise rotation of the first driven rocker arm 11 and therefore the lifting shaft 9, causing the second link 14 to descend. Then, when the first driven rocker arm 11 and the lifting shaft 9 begin to rotate counterclockwise (at this time, the first link mechanism does not have the over-center characteristic), the second driven rocker arm 13 rotates counterclockwise. At this time, the second link mechanism, including the lower lifting arm 6, the second driven rocker arm 13, and the second link 14, has the over-center characteristic. Therefore, the lower lifting arm 6 rotates counterclockwise around the hinge point first, and then clockwise. Then, the lower lifting arm shaft 5, along with the hatch, is raised.

[0056] In summary, the first and second linkage mechanisms are configured such that when the hatch moves from the closed state to the raised state, the second linkage is first raised, then lowered, and then raised again. This causes the lower lifting arm to first rotate in a first direction (clockwise or counterclockwise), then rotate in the opposite direction, and then rotate back in the first direction. This configuration results in three motion states for the transmission mechanism during the hatch movement: (1) When the movement starts from the closed state, the handle shaft 7 rotates counterclockwise. The first linkage mechanism has the characteristic of passing the center, so the first linkage 12 descends first, and the lifting shaft 9 rotates clockwise. The second linkage mechanism does not have the characteristic of passing the center, so the second linkage 14 is lifted, which drives the lower lifting arm 6 to rotate clockwise around the hinge point. (2) The handle shaft 7 continues to rotate until it reaches the lifting state. The first linkage mechanism does not have the over-center characteristic, so the first linkage 12 is lifted and the lifting shaft 9 rotates in the counterclockwise direction. At this time, the second linkage mechanism has the over-center characteristic, so the second linkage 14 is lowered, which drives the lower lifting arm 6 to rotate in the counterclockwise direction around the hinge point. (3) The handle shaft 7 continues to rotate, the second link 14 is lifted, and the lower lifting arm 6 rotates clockwise around the hinge point to lift the lower lifting arm shaft 5 together with the hatch until it is in the lifting position.

[0057] From motion state (1) to (2), the hatch did not actually lift a certain distance, thus the lifting was delayed. From motion state (3) onwards, the hatch actually began to lift. The delayed lifting of the hatch can be achieved by using a four-bar linkage with over-center characteristics, which helps to achieve the functions of unlocking and latching first and then locking as described below. In addition, this design can achieve precise control of the movement of the lower lifting arm 6 during the rotation of the handle 2, avoiding the accumulation of mechanism backlash that causes errors in the movement of the lower lifting arm 6.

[0058] It should be understood that although the embodiments of the present invention describe a transmission mechanism in which the handle shaft 7 drives the lower lifting arm 6 to move, other transmission mechanisms are conceivable, which can cause the handle shaft 7 to drive the upper lifting arm 4 to move, or cause the handle shaft 7 to drive both the upper lifting arm 4 and the lower lifting arm 6 to move simultaneously.

[0059] Return to reference Figure 1 and further refer to Figure 5-7An auxiliary lifting mechanism is shown, configured to impede the lifting of the hatch 1 during its movement from a closed state to an intermediate state between a lifted state and a lifted-in-place state, and to facilitate the lifting of the hatch 1 during its movement from the intermediate state to the lifted-in-place state, and vice versa. The auxiliary lifting mechanism can be connected to one or more of the handle shaft 7 and the lifting shaft 9 as described above. Preferably, to avoid errors, the auxiliary lifting mechanism can be directly connected to the handle shaft 7, so that the operation of the handle 8 can be quickly responded to by the auxiliary lifting mechanism. In this embodiment, the auxiliary lifting mechanism includes an auxiliary rocker arm 16 and an elastic member 17. The auxiliary rocker arm 16 is fixedly mounted on the handle shaft 7 to move together with the handle shaft 7, and the elastic member 17 is pivotally connected at one end to the auxiliary rocker arm 16 and the hatch, such that when the hatch 1 moves from the closed state to the intermediate state, the elastic member 17 impedes the movement of the auxiliary rocker arm, and thus impedes the movement of the hatch 1, and when the hatch 1 moves from the intermediate state to the lifted-in-place state, the elastic member 17 facilitates the movement of the hatch 1. In this embodiment, the elastic member 17 includes a compression spring and a telescopic rod, but the elastic member may have other structures, such as a tension spring and a telescopic rod. Furthermore, the auxiliary lifting mechanism also includes a support 18, which is fixed in the hatch 1 and connected to the other end of the elastic member 17.

[0060] Reference Figure 5-7 When the elastic member 17 includes a pressure spring and a telescopic rod, when the handle 8 is operated to begin "lifting" ( Figure 5 The elastic member 17 is compressed by the auxiliary rocker arm 16 to obtain elastic potential energy, which hinders the further lifting of the handle 8, thereby realizing the anti-misoperation function of the auxiliary lifting mechanism. When the handle 8 overcomes the resistance and continues to lift ( Figure 6 The elastic potential energy of the elastic member 17 is released to "push" the auxiliary rocker arm 16 and the handle shaft 7, which facilitates a further lifting of the handle 8 to reach the final position. Figure 7 ).

[0061] Preferably, the aircraft cabin door lifting mechanism may have the functions of latching and locking, as well as unlocking and releasing. (Return to reference) Figure 2-4The aircraft cabin door lifting mechanism also includes an upper transmission mechanism, which connects the handle shaft 7 and the upper lifting arm shaft 3. Optionally, the aforementioned transmission mechanism (specifically the first transmission mechanism) shares a drive rocker arm 10 fixedly mounted on the handle shaft 7 with the upper transmission mechanism. It should be understood that the transmission mechanism and the upper transmission mechanism can alternatively use separate rods or arms. When the upper transmission mechanism uses the drive rocker arm 10, the upper transmission mechanism includes a third linkage mechanism, which consists of the drive rocker arm 10, a transmission rocker arm 19 pivotally connected to the upper lifting arm shaft 3, and an upper link 20 pivotally connected to the drive rocker arm 10 and the transmission rocker arm 19. When the handle shaft 7 rotates, the handle shaft 7 drives the drive rocker arm 10 to rotate, the drive rocker arm 10 then drives the lower lifting arm 6 to rotate via the upper link 20, and the lower lifting arm 6 then drives the transmission rocker arm 19 to rotate (e.g., clockwise).

[0062] The aircraft cabin door lifting mechanism also includes a locking shaft link 21, which is pivotally connected at one end to the transmission rocker arm 19 of the third linkage mechanism, and at the other end to the door locking mechanism (not shown). This allows the locking shaft link 21 to move when the transmission rocker arm 19 rotates, thereby engaging the door locking mechanism to unlock and lock. It is worth noting that when the cabin door 1 is in the closed state (… Figure 2 ) and elevated status ( Figure 3 When the cabin door 1 moves from the closed state to the raised state, the third linkage mechanism, including the drive rocker arm 10, the transmission rocker arm 19, and the upper linkage 20, does not have an over-center characteristic. Therefore, when the cabin door 1 moves from the closed state to the raised state, the drive rocker arm 10 and the transmission rocker arm 19 rotate only in one direction (counterclockwise). This causes the locking shaft linkage 21 to move upward to achieve the unlocking and latching function. Conversely, because the first and second linkage mechanisms of the transmission mechanism have an over-center characteristic, when the cabin door 1 moves from the closed state to the raised state, the lower lifting arm 6 first rotates clockwise and then counterclockwise, thus delaying the raising of the cabin door 1. This achieves the function of the aircraft cabin door lifting mechanism of unlocking and latching before raising the cabin door 1. Conversely, when the cabin door 1 moves from the raised state to the closed state, the lower lifting arm 6 rotates directly clockwise to lower the cabin door 1. This achieves the function of the aircraft cabin door lifting mechanism of lowering the cabin door 1 before latching and locking.

[0063] The overall operation of the aircraft cabin door lifting mechanism according to an embodiment of the present invention will now be described with reference to the accompanying drawings.

[0064] With hatch 1 closed, as handle 8 is operated to rotate "lift," it drives handle shaft 7 and drive rocker arm 10 to rotate. Because drive rocker arm 10, first link 12, and first driven rocker arm 11 are a linkage mechanism with over-center characteristics, lifting shaft 9 rotates clockwise first and then counterclockwise. First driven rocker arm 11 moves downward first and then upward. Second driven rocker arm 13 has the same movement trend as first driven rocker arm 11. When first driven rocker arm 11 rotates downward first and then upward, because second driven rocker arm 13, second link 14, and lower lifting arm 6 are linkage mechanisms with over-center characteristics, lower lifting arm 6 will move upward first and then downward to delay the lifting of hatch 1.

[0065] Meanwhile, when the hatch 1 is closed, as the handle 8 is operated to rotate and "lift", it drives the upper linkage mechanism, including the drive rocker arm 10, the upper linkage 20 and the transmission rocker arm 19, to move. The transmission rocker arm 19 rotates upward, thereby causing the lock shaft linkage 21 to move. After the hatch is unlocked and unlatched, the lower lifting arm 6 moves clockwise around the pivot point relative to its position when the hatch 1 is closed. This achieves the control that the hatch 1 can only be lifted after it is unlocked and unlatched.

[0066] During the process of the hatch being fully raised and then closed, when the handle 8 is operated, the lower lifting arm 6 is driven to move directly downward, thereby realizing the function of the hatch 1 descending first and then latching and locking the hatch 1.

[0067] The hatch 1, hinge arm 2, upper lifting arm 4, and lower lifting arm 6 form a linkage mechanism. When the lower lifting arm 6 moves clockwise (counterclockwise) around the pivot point of the hinge arm 2, it drives the hatch 1 to move upward (downward), thereby causing the upper lifting arm 4 to move clockwise (counterclockwise) around the pivot point of the hinge arm 2. Then, according to the trajectory constraint of the guide groove (not shown), the hatch 1 is raised (lowered) according to the controlled posture, realizing the raising and lowering function of the hatch.

[0068] The technical advantages of the aircraft cabin door lifting mechanism of the present invention are as follows: 1) The aircraft cabin door lifting mechanism adopts multiple sets of four-bar linkages. Utilizing the over-center characteristic of the four-bar linkage, the lower lifting arm and the upper lifting arm, which are hinged to the hinge arm, rotate upward first, then downward, and then upward again, thereby delaying the lifting of the cabin door. This allows the aircraft cabin door lifting mechanism to unlock and release the latch before lifting the cabin door, and to lower the cabin door before locking the latch, thus realizing the function of preventing accidental operation of the cabin door.

[0069] 2) The aircraft cabin door lifting mechanism includes an auxiliary lifting mechanism integrated into the aircraft cabin door lifting mechanism and configured to impede the lifting of the cabin door at least during the period when the cabin door moves from the closed state to the lifted state, and to facilitate the lifting of the cabin door during the subsequent period when the cabin door moves to the lifted position, thereby realizing the assist function of lifting the cabin door.

[0070] While the structure and operation of the present invention have been described above with reference to preferred embodiments, those skilled in the art should recognize that the above examples are merely illustrative and should not be construed as limiting the invention. Therefore, modifications and variations can be made to the present invention, all of which will fall within the scope defined by the appended claims.

Claims

1. An aircraft cabin door lifting mechanism for enabling an aircraft cabin door to move between a closed state and a raised position, the aircraft cabin door lifting mechanism comprising: Hinge arm; An upper lifting arm shaft is mounted in the hatch such that the upper lifting arm shaft is fixed relative to the hatch. An upper lifting arm, which is pivotally connected at one end to the hinge arm and rotatably connected to the upper lifting arm shaft; The lower lifting arm shaft is installed in the hatch parallel to the upper lifting arm shaft and is fixed relative to the hatch. A lower lifting arm, which is pivotally connected at one end to the hinge arm and rotatably connected to the lower lifting arm shaft; A handle shaft is installed in the hatch between the upper lifting arm shaft and the lower lifting arm shaft, and is parallel to the upper lifting arm shaft and the lower lifting arm shaft; A handle, which is fixedly mounted on the handle shaft and can be manually operated to move the handle shaft; A transmission mechanism connects the handle shaft to the lower lifting arm, such that the movement of the handle shaft drives the movement of the upper lifting arm, the hatch, and the lower lifting arm via the transmission mechanism. The transmission mechanism includes: A lifting shaft is installed in the hatch between the handle shaft and the lower lifting arm shaft, and is parallel to the handle shaft and the lower lifting arm shaft; A first linkage mechanism, configured such that movement of the handle shaft drives movement of the lifting shaft via the first linkage mechanism; and A second linkage mechanism, comprising the lower lifting arm, and configured such that movement of the lifting shaft drives movement of the lower lifting arm in the second linkage mechanism; and An auxiliary lifting mechanism is configured to impede the lifting of the hatch during its movement from the closed state to an intermediate state between the lifted state and the lifted-in-place state, and to facilitate the lifting of the hatch during its movement from the intermediate state to the lifted-in-place state. The auxiliary lifting mechanism includes: An auxiliary rocker arm is fixedly mounted on the handle shaft to move together with the handle shaft. A resilient member, pivotally connected at one end to the auxiliary rocker arm, such that during the movement of the hatch from the closed state to the intermediate state, the resilient member impedes the movement of the hatch, and during the movement of the hatch from the intermediate state to the raised state, the resilient member facilitates the movement of the hatch. A support, which is fixed in the hatch and connected to the other end of the elastic member.

2. The aircraft cabin door lifting mechanism as described in claim 1, characterized in that, The first linkage mechanism includes a drive rocker arm fixedly connected to the handle shaft, a first driven rocker arm fixedly connected to the lifting shaft, and a first link pivotally connected to the drive rocker arm and the first driven rocker arm.

3. The aircraft cabin door lifting mechanism as described in claim 2, characterized in that, The second linkage mechanism includes the lower lifting arm, a second driven rocker arm fixedly connected to the lifting shaft, and a second link pivotally connected to the lower lifting arm and the second driven rocker arm.

4. The aircraft cabin door lifting mechanism as described in claim 3, characterized in that, When the hatch moves from the closed state to the raised state, the first linkage mechanism and the second linkage mechanism are configured such that the second linkage first rises, then falls, and then rises again, thereby causing the lower lifting arm to first rotate along the first direction, then rotate in the opposite direction, and then rotate along the first direction.

5. The aircraft cabin door lifting mechanism as described in claim 4, characterized in that, It also includes an upper transmission mechanism, which connects the handle shaft and the upper lifting arm shaft.

6. The aircraft cabin door lifting mechanism as described in claim 5, characterized in that, The transmission mechanism shares a drive rocker arm with the upper transmission mechanism, and the drive rocker arm is fixedly mounted on the handle shaft.

7. The aircraft cabin door lifting mechanism as described in claim 6, characterized in that, The upper transmission mechanism includes a third linkage mechanism, which consists of the driving rocker arm, a transmission rocker arm pivotally connected to the upper lifting arm shaft, and an upper linkage pivotally connected to the driving rocker arm and the transmission rocker arm. Specifically, when the hatch is in the closed state and the raised state, the third linkage mechanism does not have over-center characteristics.

8. The aircraft cabin door lifting mechanism as described in claim 7, characterized in that, It also includes a locking shaft link, which is pivotally connected to the transmission rocker arm of the third linkage mechanism.

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