A lifting device for an aircraft door

Abstract

The application relates to the technical field of aircraft cabin doors, in particular to a lifting device for an aircraft cabin door. The lifting device comprises a device main body, the device main body is arranged at the aircraft cabin door and is used for cooperating with the aircraft cabin door; the device main body comprises a sliding channel and a lifting mechanism, the sliding channel is arranged at the bottom of a door frame of the cabin door, the lifting mechanism comprises a sliding piece, the sliding piece slides along the length direction of the sliding channel through a walking mechanism, a cavity is formed in the sliding piece, a rotating column is arranged in the cavity, a lock chain is wound at the rotating column, the inner end of the lock chain is connected to the outer wall of the rotating column through a first stress piece, and the outer end of the lock chain extends out of the cavity and is connected to the door plate of the cabin door. In the application, when the cabin door is opened or closed by the cabin attendants, the first stress piece or the second stress piece of the lifting mechanism can preferably provide power assistance for the cabin attendants, so that the cabin attendants can more conveniently complete the opening or closing operation of the cabin door.

Description

Technical Field

[0001] This invention relates to the field of aircraft cabin door technology, and more particularly to a lifting device for aircraft cabin doors. Background Technology

[0002] Currently, most aircraft cabin doors adopt a semi-blocking door design, which has good safety and ease of operation. In order to facilitate the opening or closing of aircraft cabin doors by flight attendants, the existing practice is usually to install a lifting device at the aircraft cabin door for flight attendants to operate.

[0003] For example, patent publication number CN107054620A discloses a hatch lifting assist device, which uses a sleeve spring in a pre-compressed state when the hatch is closed to provide rotational torque in the opening direction to the lifting shaft, thereby providing assistance for lifting the hatch.

[0004] Because aircraft cabin doors are generally heavy, the compression force provided by the sleeve spring in this patent should reach or exceed the critical assistance required to lift the aircraft cabin door. However, when the aircraft cabin door is closed, the locking direction is perpendicular to the opening direction. The compression force applied by the sleeve spring to the aircraft cabin door will make it difficult for the crew to open the door. In addition, if the aircraft cabin door is damaged and must remain closed, the compression force provided by the sleeve spring is unlikely to guarantee the safety of the people on board. Therefore, the existing aircraft cabin door lifting device is inconvenient in actual use. Summary of the Invention

[0005] The purpose of this invention is to provide a lifting device for aircraft cabin doors in order to solve the above-mentioned problems.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A lifting device for an aircraft cabin door includes a device body, which is disposed at the aircraft cabin door and is used to cooperate with the aircraft cabin door.

[0008] The main body of the device includes a slide and a lifting mechanism. The slide is located at the bottom of the hatch frame and its length is arranged along the width of the hatch frame. The lifting mechanism includes a sliding member. The sliding member slides from one end of the slide to the other end of the slide along the length of the slide via a traveling mechanism. A cavity is formed inside the sliding member. A rotating column is rotatably provided in the cavity. A chain is wound around the rotating column. The inner end of the chain is connected to the outer wall of the rotating column through a first stress member. The outer end of the chain extends out of the cavity and is connected to the hatch panel through a second stress member. The first stress member is used to provide stress in the closing direction when the hatch is closed, and the second stress member is used to provide stress in the opening direction when the hatch is opened.

[0009] Preferably, the first stress member includes a first spring with one end fixed to the outer wall of the rotating column and the other end connected to the inner end of the chain, and the first spring is in a stretched state when it is in action.

[0010] Preferably, the second stress member includes a second spring with one end sleeved at the outer end of the chain and the other end used to abut against the outer wall of the sliding member. The second spring is in a compressed state when it is in action.

[0011] Preferably, the outer end of the chain is provided with a buckle, and the inner side of the hatch panel and near the bottom wall of the hatch panel is provided with a latch. The latch is located away from the hinge side of the hatch panel and is used to cooperate with the buckle.

[0012] Preferably, the slide has a first slide groove along its length and a second slide groove on both sides of the first slide groove. The traveling mechanism is located at the lower end of the sliding member. The traveling mechanism includes a driven wheel that slides along the first slide groove and a driving wheel that slides along the second slide groove. The driving wheels on both sides of the sliding member are synchronously driven by a first drive motor.

[0013] Preferably, a sealing cover is provided above the cavity, and a second drive motor for driving the rotating column to rotate is provided on the upper end face of the sealing cover.

[0014] Preferably, baffles are provided on both sides of the slide, and locking mechanisms for fixing the sliding parts are provided on the baffles.

[0015] Preferably, a locking groove is provided at the baffle along the groove depth direction of the first sliding groove. The locking mechanism includes a locking pin provided at the locking groove. The locking pin is reset by a third spring. The lower end of the sliding member is provided with locking plates on both sides of the driven wheel sliding direction. The end of the locking plate that extends into the locking groove is provided with a wedge surface that matches the locking pin. The locking plate is also provided with a slot for the locking pin to be engaged.

[0016] Preferably, the sliding member includes a first housing and a second housing arranged vertically and connected by flanges. A cavity is provided in the second housing. An installation groove is formed inside the first housing. A control mechanism is provided in the installation groove. The control mechanism is used to control the operation of the first drive motor and the second drive motor.

[0017] Preferably, the slide rail has multiple mounting anchor holes on both sides along its length.

[0018] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0019] 1. In this invention, by setting up a lifting mechanism, when the aircraft cabin door needs to be opened, the second stress member of the lifting mechanism can provide stress in the opening direction of the cabin door panel so that the crew can open the cabin door. When the aircraft cabin door needs to be closed, the first stress member of the lifting mechanism can provide stress in the closing direction of the cabin door panel so that the crew can close the cabin door. In addition, if the aircraft cabin door has to be closed during flight, the chain can overcome the external force that opens the cabin door panel, thereby reducing the possibility of the cabin door panel being opened due to external force, thus ensuring the safety of the people inside the aircraft cabin.

[0020] 2. In this invention, by setting a locking mechanism, when the cabin door panel is in the closed or open state, the sliding member is located at the corresponding end of the slide rail. At this time, the locking mechanism can lock and fix the sliding member. If the aircraft cabin door panel has to be closed, the sliding member is fixed under the action of the locking mechanism, and the impact of external force on the cabin door panel can be reduced better by the chain. Attached Figure Description

[0021] Figure 1 A schematic diagram of the structure of the main body of the device provided according to an embodiment of the present invention is shown.

[0022] Figure 2 A schematic diagram of the slide provided according to an embodiment of the present invention is shown.

[0023] Figure 3 A schematic diagram of a slider structure provided according to an embodiment of the present invention is shown.

[0024] Figure 4 An exploded view of a slider provided according to an embodiment of the present invention is shown.

[0025] Figure 5 A schematic diagram of the structure of the first housing provided according to an embodiment of the present invention is shown.

[0026] Figure 6 A schematic diagram of the chain structure provided according to an embodiment of the present invention is shown.

[0027] Figure 7 A schematic diagram of the structure of a baffle provided according to an embodiment of the present invention is shown.

[0028] Figure 8 A schematic diagram of the structure of a hatch panel provided according to an embodiment of the present invention is shown.

[0029] Legend:

[0030] 100. Main body of the device; 110. Slide rail; 111. First slide groove; 112. Second slide groove; 113. Anchor mounting hole; 120. Sliding component; 121. First housing; 122. Second housing; 123. Sealing cover; 124. Driven wheel; 125. Drive wheel; 126. First drive motor; 127. Second drive motor; 130. Baffle; 131. Locking groove; 132. Locking pin; 133. Third spring; 210. Chain; 211. First spring; 212. Second spring; 213. Buckle; 220. Locking plate; 221. Wedge surface; 222. Slot; 310. Cavity; 320. Rotating column; 330. Mounting groove; 400. Door panel; 410. Lock. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] Please see Figure 1-8 As shown, the present invention provides a technical solution:

[0033] A lifting device for an aircraft cabin door includes a main body 100, which is disposed at the aircraft cabin door and used to cooperate with the aircraft cabin door. The main body 100 includes a slide rail 110 and a lifting mechanism. The slide rail 110 is disposed at the bottom of the cabin door frame and its length direction is arranged along the width direction of the cabin door frame. The lifting mechanism includes a sliding member 120, which slides along the length direction of the slide rail 110 from one end to the other end of the slide rail 110 via a traveling mechanism. The sliding member 120 has a cavity 310 inside, and a rotating column 320 is rotatably provided inside the cavity 310. A chain 210 is wound around the rotating column 320. The inner end of the chain 210 is connected to the outer wall of the rotating column 320 through a first stress member, and the outer end of the chain 210 extends out of the cavity 310 and is connected to the hatch door panel 400 through a second stress member. The first stress member is used to provide stress in the closing direction when the hatch is closed, and the second stress member is used to provide stress in the opening direction when the hatch is opened.

[0034] In practical use, when the aircraft cabin door needs to be opened, after the cabin door panel 400 is unlocked, the second stress member of the lifting mechanism can provide stress towards the opening direction of the cabin door panel 400, making it easier for the cabin crew to open the aircraft cabin door. During the opening process of the aircraft cabin door, the sliding member 120 slides along the length of the slide rail 110, and the rotating column 320 rotates to extend the chain 210. The outer end of the chain 210 moves with the cabin door panel 400 until the cabin door panel 400 is fully opened. At this time, the sliding member 120 slides to the hinge side of the cabin door panel 400, without affecting passengers entering the aircraft. When the aircraft cabin door needs to be closed, the second stress member of the lifting mechanism... A stress-reducing component can provide stress in the closing direction of the cabin door panel 400, making it easier for cabin crew to close the aircraft cabin door. During the closing process of the aircraft cabin door, the rotating column 320 rotates to retract the chain 210. The outer end of the chain 210 moves with the cabin door panel 400 until the cabin door panel 400 is completely closed. After the cabin crew locks the cabin door panel 400, the sliding component 120 can be stably positioned at the corresponding end of the slide rail 110. If the aircraft cabin door has to be closed during flight, the chain 210 can overcome part of the external force that opens the cabin door panel 400, thereby reducing the possibility of the cabin door panel 400 being opened due to external force, thus ensuring the safety of the people in the aircraft cabin.

[0035] In this embodiment, the first stress member includes a first spring 211 with one end fixed to the outer wall of the rotating column 320 and the other end connected to the inner end of the chain 210. The first spring 211 is in a stretched state when it is in action.

[0036] With the above structure, when the cabin door panel 400 is about to be closed from the open state, the rotating column 320 rotates. At this time, the first spring 211 can be in a stretched state, so that the first spring 211 in the stretched state can provide stress to the cabin door panel 400 in the closing direction, thereby making it easier for the crew to close the cabin door panel 400.

[0037] In this embodiment, the second stress member includes a second spring 212 with one end sleeved on the outer end of the chain 210 and the other end used to abut against the outer wall of the sliding member 120. The second spring 212 is in a compressed state when it is in action.

[0038] With the above structure, when the cabin door panel 400 is in the closed state, the rotating column 320 compresses the second spring 212. However, at this time, the second spring 212 does not act on the cabin door panel 400. When the crew unlocks the cabin door panel 400 and opens it, the rotating column 320 rotates, and the second spring 212 begins to act on the cabin door panel 400. At this time, the second spring 212 can still maintain the compressed state, so that the compressed second spring 212 can provide stress to the cabin door panel 400 in the opening direction, thereby making it easier for the crew to open the cabin door panel 400.

[0039] In this embodiment, the outer end of the chain 210 is provided with a buckle 213, and the inner side of the hatch panel 400 and near the bottom wall of the hatch panel 400 is provided with a latch 410. The latch 410 is located away from the hinge side of the hatch panel 400 and is used to cooperate with the buckle 213.

[0040] With the above structure, the outer end of the chain 210 can cooperate with the latch 410 installed on the hatch panel 400 through the buckle 213. If the hatch panel 400 has to be closed, the latch 410 and the buckle 213 are more securely connected and cooperate with the sliding member 120 to reduce the possibility of the hatch panel 400 being opened due to external force.

[0041] In this embodiment, the slide 110 is provided with a first slide groove 111 along its length and a second slide groove 112 respectively provided on both sides of the first slide groove 111. The walking mechanism is provided at the lower end of the sliding member 120. The walking mechanism includes a driven wheel 124 that slides along the first slide groove 111 and a driving wheel 125 that slides along the second slide groove 112. The driving wheels 125 on both sides of the sliding member 120 are synchronously driven by a first drive motor 126.

[0042] With the above structure, the first drive motor 126 drives the drive wheel 125 to rotate at the second slide groove 112, and the driven wheel 124 to rotate at the first slide groove 111, thereby better realizing the sliding member 120 sliding back and forth along the length direction of the slide 110.

[0043] In this embodiment, a sealing cover 123 is provided above the cavity 310, and a second drive motor 127 for driving the rotating column 320 to rotate is provided on the upper end face of the sealing cover 123.

[0044] With the above structure, the second drive motor 127 can better realize the rotation of the rotating column 320, thereby realizing the extension or retraction of the chain 210.

[0045] In this embodiment, baffles 130 are provided at both ends of the slide 110, and locking mechanisms for fixing the sliding member 120 are provided at each baffle 130.

[0046] With the above structure, when the cabin door panel 400 is in the closed or open state, the sliding member 120 is located at the corresponding end of the slide rail 110. At this time, the locking mechanism can lock and fix the sliding member 120. If the aircraft cabin door panel 400 has to be in the closed state, the sliding member 120 is fixed under the action of the locking mechanism, and the chain 210 can better reduce the impact of external forces on the cabin door panel 400.

[0047] In this embodiment, a locking groove 131 is provided at the baffle 130 along the groove depth direction of the first sliding groove 111. The locking mechanism includes a locking pin 132 provided at the locking groove 131. The locking pin 132 is reset by a third spring 133. The lower end of the sliding member 120 is provided with locking plates 220 on both sides of the driven wheel 124 in the sliding direction. The end of the locking plate 220 that is used to extend into the locking groove 131 is provided with a wedge surface 221 that cooperates with the locking pin 132. The locking plate 220 is also provided with a slot 222 for the locking pin 132 to be inserted.

[0048] With the above structure, when the slider 120 slides to the corresponding end of the slide rail 110, the wedge surface 221 of the locking plate 220 at the lower end face of the slider 120 engages with the end of the locking pin 132, causing the locking pin 132 to move upward against the elastic force of the third spring 133. After the locking pin 132 is engaged in the locking groove 131, the slider 120 is locked. If the cabin door panel 400 needs to be opened or closed, the crew can pull the locking pin 132, causing the end of the locking pin 132 to disengage from the locking groove 131, thereby releasing the locking mechanism from locking the slider 120.

[0049] In this embodiment, the sliding member 120 includes a first housing 121 and a second housing 122 arranged vertically and connected by flanges. A cavity 310 is disposed in the second housing 122. An installation groove 330 is formed inside the first housing 121. A control mechanism is provided in the installation groove 330. The control mechanism is used to control the operation of the first drive motor 126 and the second drive motor 127.

[0050] With the above structure, the control mechanism can be a circuit board related component, and its purpose is to control the forward and reverse rotation of the first drive motor 126 and the second drive motor 127. The function implemented by the control mechanism is a function well known to those skilled in the art, so the principle will not be described in detail in this embodiment.

[0051] In this embodiment, the slide 110 is provided with a plurality of mounting anchor holes 113 on both sides along its length.

[0052] With the above-described structure, without affecting the normal use of the existing aircraft cabin door, the device body 100 provided in this embodiment can be installed at the existing aircraft cabin door by installing anchor pins and installing anchor holes 113, thereby providing better convenience for cabin crew to open or close the cabin door panel 400.

[0053] The above description of the embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A lifting device for an aircraft door, characterized by: Includes a device body (100), which is located at the aircraft door and is used to cooperate with the aircraft door; The main body (100) of the device includes a slide (110) and a lifting mechanism. The slide (110) is located at the bottom of the hatch frame and its length is arranged along the width of the hatch frame. The lifting mechanism includes a sliding member (120). The sliding member (120) slides along the length of the slide (110) from one end to the other end via a traveling mechanism. A cavity (310) is formed inside the sliding member (120). The interior is rotatably provided with a rotating column (320), and a chain (210) is wound around the rotating column (320). The inner end of the chain (210) is connected to the outer wall of the rotating column (320) through a first stress member, and the outer end of the chain (210) extends out of the cavity (310) and is connected to the hatch door panel (400) through a second stress member. The first stress member is used to provide stress in the closing direction when the hatch is closed, and the second stress member is used to provide stress in the opening direction when the hatch is opened.

2. A lifting device for an aircraft door according to claim 1, characterised in that: The first stress member includes a first spring (211) with one end fixed to the outer wall of the rotating column (320) and the other end connected to the inner end of the chain (210). The first spring (211) is in a stretched state when it is in action.

3. A lifting device for an aircraft cabin door according to claim 1, characterized in that: The second stress member includes a second spring (212) with one end sleeved on the outer end of the chain (210) and the other end used to abut against the outer wall of the sliding member (120). The second spring (212) is in a compressed state when it is in action.

4. A lifting device for an aircraft cabin door according to claim 1, characterized in that: The outer end of the chain (210) is provided with a buckle (213), and a latch (410) is provided on the inner side of the hatch panel (400) and near the bottom wall of the hatch panel (400). The latch (410) is located away from the hinge side of the hatch panel (400) and is used to cooperate with the buckle (213).

5. A lifting device for an aircraft cabin door according to claim 1, characterized in that: The slide (110) has a first slide groove (111) along its length and a second slide groove (112) respectively located on both sides of the first slide groove (111). The walking mechanism is located at the lower end of the sliding member (120). The walking mechanism includes a driven wheel (124) that slides along the first slide groove (111) and a driving wheel (125) that slides along the second slide groove (112). The driving wheels (125) on both sides of the sliding member (120) are synchronously driven by a first drive motor (126).

6. A lifting device for an aircraft cabin door according to claim 5, characterized in that: A sealing cover (123) is provided above the cavity (310), and a second drive motor (127) for driving the rotating column (320) to rotate is provided on the upper end face of the sealing cover (123).

7. A lifting device for an aircraft cabin door according to claim 5, characterized in that: Both ends of the slide (110) are provided with baffles (130), and each baffle (130) is provided with a locking mechanism for fixing the sliding component (120).

8. A lifting device for an aircraft cabin door according to claim 7, characterized in that: A locking groove (131) is provided at the baffle (130) along the groove depth direction of the first sliding groove (111). The locking mechanism includes a locking pin (132) provided at the locking groove (131). The locking pin (132) is reset by a third spring (133). The lower end of the sliding member (120) is provided with locking plates (220) on both sides of the sliding direction of the driven wheel (124). The end of the locking plate (220) that is used to extend into the locking groove (131) is provided with a wedge surface (221) that cooperates with the locking pin (132). The locking plate (220) is also provided with a slot (222) for the locking pin (132) to be inserted.

9. A lifting device for an aircraft cabin door according to claim 6, characterized in that: The sliding member (120) includes a first housing (121) and a second housing (122) arranged vertically and connected by flanges. A cavity (310) is provided in the second housing (122). An installation groove (330) is formed inside the first housing (121). A control mechanism is provided in the installation groove (330). The control mechanism is used to control the operation of the first drive motor (126) and the second drive motor (127).

10. A lifting device for an aircraft cabin door according to claim 1, characterized in that: The slide (110) has multiple mounting anchor holes (113) on both sides along its length.

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