A control device for aircraft door mode conversion

Abstract

This invention relates to a control device for switching aircraft door modes, comprising a handle assembly including a control handle and a handle shaft, the control handle being operable to move to an emergency position or a non-emergency position, and the handle shaft being rotatable in response to the movement of the control handle; a linkage assembly including a lower rocker arm, a link, an upper rocker arm, and an intermediate shaft, the lower rocker arm transmitting rotation of the handle shaft to the upper rocker arm via the link, such that the upper rocker arm can rotate together with the intermediate shaft; and a misoperation prevention component that moves between a locked position and an unlocked position, the linkage assembly being configured such that during the movement of the control handle from the emergency position to the non-emergency position and during the movement of the control handle from the non-emergency position to the emergency position, the upper rocker arm of the linkage assembly and the aforementioned intermediate shaft initially rotate in the same direction, and the misoperation prevention component prevents rotation of the intermediate shaft in the same direction in the locked position.

Description

Technical Field

[0001] This invention pertains to civil aircraft cabin door components, and specifically relates to a control device for switching aircraft cabin door modes. Background Technology

[0002] Some cabin doors on civil aircraft serve both as passageways for passengers and crew to board and disembark, and as emergency exits for evacuation. When used as an emergency exit, the opening of the door should trigger an emergency actuator, causing the door to open automatically and quickly to its designated position; simultaneously, it should trigger the deployment of slides for passenger and crew evacuation. However, under normal operating conditions, the door should not trigger the emergency devices when opened. Therefore, a reliable device is needed to control the door's switching between emergency and non-emergency modes, ensuring the safety of passengers and crew in both emergency evacuation and normal operating situations.

[0003] In practical aerospace engineering applications, a certain type of aircraft uses a pre-positioned handle to drive the door mode switching. Rotating the handle moves the lever, which in turn drives the emergency actuator and slide into emergency mode. Rotating the handle in the opposite direction moves the lever in the opposite direction, driving the emergency actuator and slide into non-emergency mode.

[0004] Meanwhile, to ensure the handle only stays in the emergency or non-emergency position and prevents accidents caused by it remaining in an intermediate position, a spring mechanism provides assistance in positioning the handle. Furthermore, to prevent accidents caused by someone operating the handle while the hatch is open, a linkage mechanism and limit device are used. When the hatch is open, the linkage mechanism drives the limit device to the locked position, preventing the handle from turning. When the hatch is closed, the linkage mechanism drives the limit hook to the unlocked position, allowing the handle to be operated normally.

[0005] The aforementioned technology employs a spring mechanism and a linkage mechanism to provide handle assistance and prevent misoperation. These two mechanisms operate independently, resulting in low integration and a large overall weight for the control device. Furthermore, the spring mechanism's assistance is difficult to adjust, making it impossible to precisely control the required operating force of the emergency handle. When the required operating force is too high, it becomes difficult for the flight attendant to operate; conversely, when the required operating force is too low, the pre-positioning handle may not remain in its original position due to vibration and inertia, posing a risk of self-positioning or de-positioning.

[0006] Therefore, a control device is currently desired to solve some of the aforementioned problems. Summary of the Invention

[0007] To address the issue of accidental operation of the control handle when the cabin door is open, this invention proposes a control device for switching aircraft cabin door modes. This device controls the transition between emergency and non-emergency modes, ensuring that the slide and emergency actuation devices are triggered when the door is opened in an emergency, but not triggered in a non-emergency situation, thus preventing accidental operation. Furthermore, the control device includes an auxiliary mechanism to provide handle assistance; the mechanism is simple, highly integrated, and lightweight.

[0008] Specifically, this control device includes a handle assembly comprising a control handle and a handle shaft. The control handle can be operated to move to an emergency position or a non-emergency position, and the handle shaft is connected to the control handle such that the handle shaft can rotate in response to the movement of the control handle. A linkage assembly includes a lower rocker arm, a connecting rod, an upper rocker arm, and an intermediate shaft. The lower rocker arm includes a first end and a second end. The first end of the lower rocker arm is mounted on the handle shaft, allowing the lower rocker arm to rotate with the handle shaft. The connecting rod includes a first end and a second end. The first end of the connecting rod is pivotally connected to the second end of the lower rocker arm. The upper rocker arm includes a first end and a second end. The first end of the upper rocker arm is pivotally connected to the second end of the connecting rod, and the second end of the upper rocker arm... The upper rocker arm is mounted on the intermediate shaft at both ends, allowing it to rotate together with the intermediate shaft; and an anti-misoperation component configured to move to a locked position when the hatch is opened and to an unlocked position when the hatch is closed, wherein, in the locked position, the anti-misoperation component prevents rotation of the intermediate shaft, and in the unlocked position, the anti-misoperation component allows rotation of the intermediate shaft, wherein the linkage assembly is configured such that, during the movement of the control handle from the emergency position to the non-emergency position and from the non-emergency position to the emergency position, the upper rocker arm and the intermediate shaft of the linkage assembly initially rotate in the same direction, and wherein, in the locked position, the anti-misoperation component prevents rotation of the intermediate shaft in the same direction.

[0009] In this embodiment, the lower rocker arm and the control handle are spaced apart by a rotation angle around the handle axis, such that during the period when the control handle moves from the emergency position to the non-emergency position and from the non-emergency position to the emergency position, the second end of the lower rocker arm rotates through the highest point, causing the upper rocker arm to rotate counterclockwise first and then clockwise.

[0010] Advantageously, the handle assembly includes a limiting member configured to restrict the movement of the control handle between an emergency position and a non-emergency position, preventing the control device from being affected by the movement of the control handle beyond a predetermined position.

[0011] In one embodiment, the limiting member includes a limiting rocker arm and a limiter, wherein the limiting rocker arm is mounted on the handle shaft such that the limiting rocker arm can rotate together with the handle shaft, and wherein the limiter is fixed to the hatch structure and blocks the limiting rocker arm when the operating handle reaches the emergency position or the non-emergency position.

[0012] In this embodiment, the anti-misoperation component includes a rocker arm, a locking shaft, and a stop. The rocker arm is mounted on an intermediate shaft to rotate with the intermediate shaft. The locking shaft rotates between a locked position and an unlocked position. The stop is mounted on the locking shaft to rotate with the locking shaft. In the locked position, the stop on the locking shaft prevents the rocker arm from rotating, and in the unlocked position, the stop on the locking shaft allows the rocker arm to rotate.

[0013] Preferably, the control device further includes an auxiliary mechanism configured to force the control handle to move toward an emergency position or a non-emergency position to facilitate the automatic positioning of the control handle.

[0014] Specifically, the auxiliary mechanism includes a torsion spring and a torsion spring rocker arm, wherein the torsion spring is sleeved on the intermediate shaft, one end of the torsion spring is connected to the torsion spring rocker arm, and the other end is fixed to the hatch structure, and wherein the torsion spring rocker arm is mounted on the intermediate shaft to rotate together with the intermediate shaft.

[0015] In a preferred embodiment, the length of the linkage is adjustable to precisely control the operating load of the control handle.

[0016] Specifically, the connecting rod includes a rod body, and rod end bearings, nuts, and locking washers disposed at both ends of the rod body. The rod body and the rod end bearings are connected by threads, and the distance between the rod end bearings is adjusted by rotating the rod body. The rod body and the rod end bearings are locked together by nuts and locking washers.

[0017] In addition, the control device also includes a drive assembly, which includes a drive rocker arm and a drive linkage. The drive rocker arm is mounted on the handle shaft to rotate together with the handle shaft, and the drive linkage is connected to the drive rocker arm at one end and to the emergency actuator trigger pre-positioning mechanism and the slide pre-positioning mechanism at the other end.

[0018] Additional features and advantages of the described control device 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, including the detailed description below and the accompanying drawings. Attached Figure Description

[0019] With reference to the above objectives, the technical features of the present invention are clearly described in the following embodiments, and its advantages are 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.

[0020] Figure 1 A schematic diagram of an operating device for switching aircraft cabin door modes according to an embodiment of the present invention is shown;

[0021] Figure 2 A side perspective view of an aircraft door mode switching control device in a non-emergency state when the door is closed, according to an embodiment of the present invention, is shown.

[0022] Figure 3 A side perspective view of a control device for switching aircraft door modes in an emergency state when the door is closed, according to an embodiment of the present invention, is shown.

[0023] Figure 4 A side perspective view of an aircraft door mode switching control device in a non-emergency state when the door is open, according to an embodiment of the present invention, is shown.

[0024] Figure 5 A side perspective view of an aircraft door mode switching control device in an emergency state when the door is opened, according to an embodiment of the present invention, is shown.

[0025] Figure 6 A schematic diagram of an aircraft door mode switching control device according to an embodiment of the present invention is shown when switching to an emergency state, and the figure shows a torsion spring.

[0026] Figure 7 A schematic diagram of an aircraft door mode switching control device according to an embodiment of the present invention is shown when switching to a non-emergency state; the figure illustrates a torsion spring; and

[0027] Figure 8 A schematic diagram of a control device for switching aircraft door modes according to an embodiment of the present invention is shown, the figure illustrating a linkage.

[0028] Figure label:

[0029] 1. Control handle

[0030] 2. Handle shaft

[0031] 3 Drive rocker arm

[0032] 4. Drive Linkage

[0033] 5 Limiting rocker arm

[0034] 6 Limiters

[0035] 7 Lower rocker arm

[0036] 71 First End

[0037] 72 Second End

[0038] 8-link

[0039] 81 rods

[0040] 82 rod end bearing

[0041] 83 Nuts

[0042] 84 Locking Washer

[0043] 9. Upper rocker arm

[0044] 91 First End

[0045] 92 Second End

[0046] 10 Intermediate Shaft

[0047] 11. Stop rocker arm

[0048] 12 Locking Shaft

[0049] 13 Stoppers

[0050] 14 Torsion Spring

[0051] 15 Torsion Spring Rocker Arm Detailed Implementation

[0052] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, so as to better understand the purpose, features and advantages of the present invention.

[0053] The term “connection” as used in this article includes both direct and indirect connections (e.g., connections via a transmission mechanism).

[0054] The terms “emergency position” and “non-emergency position” used in this article are used to describe the position of the control handle.

[0055] The directional terms “up,” “down,” “left,” and “right” used in this article are based on the directions shown in the attached diagram.

[0056] The terms "clockwise" and "counterclockwise" used in this article to describe the rotational motion of various axes and rocker arms are based on... Figure 2-6 The side view shown is used to describe this.

[0057] For convenience, the same or similar elements are referred to by the same reference numerals in the following description.

[0058] Figure 1 A schematic diagram of a control device for switching aircraft door modes according to an embodiment of the present invention is shown. The control device is mounted on a door structure (not shown) and mainly consists of a handle assembly, a linkage assembly, and an anti-misoperation component. The handle assembly, linkage assembly, and anti-misoperation component will be described in detail below.

[0059] Reference Figure 1 The handle assembly includes a control handle 1 and a handle shaft 2. The control handle 1 can be operated by an operator to move to an emergency position or a non-emergency position. The handle shaft 2 is connected to the control handle 1 such that the handle shaft 2 can rotate in response to the movement of the control handle 1. In the illustrated embodiment, the control handle 1 and the handle shaft 2 are mounted together and rotate together to reach the emergency or non-emergency position, but the handle shaft 2 should not be considered as limiting the movement of the control handle 1 to rotation, but rather as being rotated by the movement of the control handle 1. For ease of understanding, the present invention... Figure 2 The control handle 1 is shown in a non-emergency position. Figure 3 The control handle 1 is shown in the emergency position, and the control handle 1 is shown in the figure as rotating clockwise to rotate from the non-emergency position to the emergency position.

[0060] Continue to refer to Figure 1 The drive rocker arm 3 is mounted on the handle shaft 2 and rotates together with it. One end (upper end) of the drive linkage 4 is connected to the drive rocker arm 3, while the other end (lower end) is connected to the emergency actuator trigger pre-positioning mechanism and the slide pre-positioning mechanism. Thus, when the operating handle 1 is moved to the emergency position, the operating handle 1 drives the handle shaft 2 and the drive rocker arm 3 to rotate, and the drive rocker arm 3 in turn drives the drive linkage 4 to move, thereby triggering the emergency device connected to the drive linkage 4 to open the hatch and deploy the slide.

[0061] Preferably, the handle assembly further includes a limiting member configured to restrict the movement of the operating handle 1 between an emergency position and a non-emergency position, preventing the operating handle 1 from moving beyond these positions and thus affecting the mode switching function of the control device. Specifically, refer to... Figure 1 The limiting components include a limiting rocker arm 5 and a limiter 6. The limiting rocker arm 5 is mounted on the handle shaft 2, allowing it to rotate together with the handle shaft 2. The limiter 6 is fixed to the hatch structure (not shown) and contacts the limiting rocker arm 5 when the operating handle 1 reaches the emergency or non-emergency position, thereby blocking the limiting rocker arm 5 (see [link]). Figure 2 and 3This restricts the travel of the limiting rocker arm 5, the associated handle shaft 2, and the operating handle 1 within the range between the emergency and non-emergency positions. It should be understood that the structure of the limiting member described above is merely an example, and the limiting member can have other configurations to restrict the movement of the operating handle 1 between the emergency and non-emergency positions. For example, the limiting member could be a protrusion on the operating handle 1 and a stop portion provided in the hatch structure, the stop portion being configured to stop the protrusion at both the emergency and non-emergency positions to restrict the movement of the operating handle.

[0062] like Figure 1 As shown, the linkage assembly is a four-bar linkage, comprising a lower rocker arm 7, a connecting rod 8, an upper rocker arm 9, and an intermediate shaft 10. The lower rocker arm 7 includes a first end 71 and a second end 72. The first end 71 of the lower rocker arm 7 is mounted on the handle shaft 2, allowing the lower rocker arm 7 to rotate together with the handle shaft 2. The connecting rod 8 includes a first end and a second end (i.e., a rod end bearing 82, as described below). The first end of the connecting rod 8 is pivotally connected to the second end 72 of the lower rocker arm 7. The upper rocker arm 9 includes a first end 91 and a second end 92. The first end 91 of the upper rocker arm 9 is pivotally connected to the second end of the connecting rod 8. The second end 92 of the upper rocker arm 9 is mounted on the intermediate shaft 10, allowing the upper rocker arm 9 and the intermediate shaft 10 to rotate together. Thus, the movement of the handle assembly 1 causes the handle shaft 2 to rotate, which in turn drives the lower rocker arm 7 to rotate. The rotational movement of the lower rocker arm 7, in turn, drives the upper rocker arm 9 to rotate via the connecting rod 8, causing the upper rocker arm 9 to rotate together with the intermediate shaft 10. That is, the movement of the handle member 1 is associated with the rotation of the intermediate shaft 10. It should be understood that although in the embodiments of the present invention, the linkage assembly adopts the form of a four-bar linkage to convert the movement of the handle member 1 into the rotation of the intermediate shaft 10, the linkage mechanism may also have other forms (e.g., a five-bar linkage), as long as the movement of the handle member 1 is associated with the movement of the intermediate shaft 10.

[0063] In an embodiment of the invention, the linkage assembly is configured such that during the movement of the control handle 1 from the emergency position to the non-emergency position and from the non-emergency position to the emergency position, the upper rocker arm 9 and the intermediate shaft 10 of the linkage assembly initially rotate in the same direction.

[0064] Specifically, refer to Figure 2 and 3 The lower rocker arm 7 is spaced apart from the control handle 1 by a rotation angle around the handle shaft 2, such that during the movement of the control handle 1 from the emergency position to the non-emergency position and from the non-emergency position to the emergency position, the second end 72 of the lower rocker arm 7 rotates through the highest point (here referred to as the "middle position"), causing the upper rocker arm 9 to rotate first counterclockwise and then clockwise. For example, from Figures 2 to 3During the movement, the second end 72 of the lower rocker arm 7 rotates clockwise to the middle position at the "twelve o'clock" position, and then rotates clockwise to descend, and vice versa. Due to this rotation of the lower rocker arm 7, the lower rocker arm 7 moves from... Figure 2 When the upper rocker arm 9 rotates to the middle position as shown, it will rotate counterclockwise; then, the lower rocker arm 7 will rotate from the middle position to... Figure 3 When the position shown is reached, the upper rocker arm 9 will rotate clockwise. Similarly, when the lower rocker arm 7 moves from... Figure 3 When the indicated position is rotated to the middle position, the upper rocker arm 9 will rotate counterclockwise; then, the lower rocker arm 7 will rotate from the middle position to... Figure 2 When in the indicated position, the upper rocker arm 9 will rotate clockwise. Therefore, it can be understood that the linkage assembly of the present invention is constructed such that regardless of whether the operating handle 1 is moved from the emergency position or the non-emergency position, the upper rocker arm 9 initially rotates counterclockwise.

[0065] It should be understood that the above-described linkage assembly is merely exemplary, and the linkage assembly may be constructed in other ways, for example, the upper rocker arms 9 may initially rotate clockwise.

[0066] Furthermore, this linkage mechanism, including the lower rocker arm 7, the connecting rod 8, and the upper rocker arm 9, has an over-center characteristic, which helps the operating handle 1 to automatically reach its position when it moves to a position close to the emergency position or a non-emergency position, and prevents the operating handle 1 from moving in the opposite direction.

[0067] As described above, the operating device of the present invention further includes an anti-misoperation component configured to move to a locked position when the hatch is opened and to an unlocked position when the hatch is closed. In the locked position, the anti-misoperation component prevents rotation of the intermediate shaft 10, and in the unlocked position, it allows rotation of the intermediate shaft 10. Specifically, the anti-misoperation component prevents rotation of the intermediate shaft 10 in the same direction (e.g., counterclockwise) in the locked position.

[0068] Reference Figure 2-3 In this embodiment, the anti-misoperation component includes an anti-rocker arm 11, a locking shaft 12, and a stop 13. The anti-rocker arm 11 is mounted on an intermediate shaft 10 to rotate with the intermediate shaft 10. The locking shaft 12 rotates between a locked position and an unlocked position, and the stop 13 is mounted on the locking shaft 12 to rotate with the locking shaft 12. In the locked position, the stop 13 on the locking shaft 12 prevents rotation of the rocker arm 11, and in the unlocked position, the stop 13 on the locking shaft 12 allows rotation of the rocker arm 11. (Refer to...) Figure 4-5The stopper 13 has a receiving portion for receiving and abutting a part of the stop rocker arm 11, such that when the hatch is opened, the stop rocker arm 11 is received and blocked by the receiving portion of the limiter 6, and the operating handle 1 cannot be rotated; while when the hatch is closed, the limiter 6 rotates to the unlocked position, and the operating handle 1 can be operated normally.

[0069] The following is combined Figure 2-5 The movement of the control device of the present invention can be summarized as follows:

[0070] like Figure 2 As shown, when the hatch is closed and the control handle 1 is in the non-emergency position, the locking shaft 12 drives the stop 13 to the unlocked position. In this position, the stop 13 does not restrict the rotation of the rocker arm 11. At this time, if the control handle 1 is turned clockwise, it will drive the lower rocker arm 7 to rotate clockwise. The lower rocker arm 7 drives the upper rocker arm 9 to rotate first counterclockwise and then clockwise via the connecting rod 8. Then the control handle 1 can be moved to the emergency position, switching the hatch to emergency mode.

[0071] like Figure 3 As shown, when the hatch is closed and the control handle 1 is in the emergency position, the locking shaft 12 drives the stop 13 to the unlock position. In this position, the stop 13 does not restrict the rotation of the rocker arm 11. If the control handle 1 is turned counterclockwise at this time, it will cause the lower rocker arm 7 to rotate counterclockwise. The lower rocker arm 7 drives the upper rocker arm 9 to rotate first counterclockwise and then clockwise via the connecting rod 8. The control handle 1 can then be moved to the non-emergency position, switching the hatch to the non-emergency mode.

[0072] like Figure 4 As shown, when the hatch is open and the control handle 1 is in the non-emergency position, the locking shaft 12 drives the stop 13 to the locked position. In this position, the stop 13 restricts the rotation of the rocker arm 11. If the control handle 1 is turned clockwise at this time, the lower rocker arm 7 will rotate clockwise. The lower rocker arm 7 drives the upper rocker arm 9 to rotate counterclockwise via the connecting rod 8. When the upper rocker arm 9 rotates counterclockwise, the stop rocker arm 11 also rotates counterclockwise, but due to the obstruction of the stop 13, the entire mechanism cannot move. At this time, the control handle 1 cannot be turned, thus preventing accidental operation of the control handle when the hatch is open.

[0073] like Figure 5As shown, when the hatch is open and the control handle 1 is in the emergency position, the locking shaft 12 drives the stop 13 to the locked position. In this position, the stop 13 restricts the rotation of the rocker arm 11. If the control handle 1 is turned counterclockwise at this time, the lower rocker arm 7 will rotate counterclockwise. The lower rocker arm 7 drives the upper rocker arm 9 to rotate counterclockwise via the connecting rod 8. When the upper rocker arm 9 rotates counterclockwise, the stop rocker arm 11 also rotates counterclockwise, but due to the obstruction of the stop 13, the entire mechanism cannot move. At this time, the control handle 1 cannot be turned, thus preventing accidental operation of the control handle when the hatch is open.

[0074] Preferably, the control device further includes an auxiliary mechanism configured to force the control handle 1 to move toward an emergency position or a non-emergency position, thereby providing positioning assistance to the control handle 1 and ensuring that the control handle 1 can automatically reach the position when it approaches the emergency position or the non-emergency position, while preventing it from moving in the opposite direction.

[0075] Reference Figure 6-7 The auxiliary mechanism includes a torsion spring 14 and a torsion spring rocker arm 15. The torsion spring 14 is sleeved on the intermediate shaft 10, with one end connected to the torsion spring rocker arm 15 and the other end fixed to the hatch structure (not shown). The torsion spring rocker arm 15 is mounted on the intermediate shaft 10 to rotate together with it. The unfixed section of the torsion spring 14 applies a torque to the upper rocker arm 9 via the torsion spring rocker arm 15, causing the control handle 1 to automatically move to the emergency position or the non-emergency position.

[0076] The following is combined Figure 6-7 The operation of the auxiliary mechanism of the control device of the present invention can be summarized as follows:

[0077] When the control handle 1 is turned to near the emergency position, the state of the entire device is as follows: Figure 6 As shown. The torque of the torsion spring 14 drives the torsion spring rocker arm 15 to rotate clockwise, which in turn drives the upper rocker arm 9 to rotate clockwise. The upper rocker arm 9 drives the lower rocker arm 7 to rotate clockwise via the connecting rod 8, thereby providing assistance for the operating handle 1 to move to the emergency position.

[0078] When the control handle 1 is turned to near the non-emergency position, the state of the entire device is as follows: Figure 7 As shown. The torque of the torsion spring 14 drives the torsion spring rocker arm 15 to rotate clockwise, which in turn drives the upper rocker arm 9 to rotate clockwise. The upper rocker arm 9 drives the lower rocker arm 7 to rotate counterclockwise via the connecting rod 8, thereby providing assistance for the operating handle 1 to move to a non-emergency position.

[0079] It should be understood that although the auxiliary mechanism in this embodiment is designed as a torsion spring 14 and a torsion spring rocker arm 15, other auxiliary mechanisms can be envisioned that can similarly provide assistance in moving the control handle 1 to an emergency or non-emergency position. For example, the auxiliary mechanism may include a tension spring, one end of which is fixed to the hatch structure below the upper rocker arm 9, and the other end of which is fixed to the upper rocker arm 9, so that the tension spring can pull the upper rocker arm 9 to rotate clockwise.

[0080] To avoid excessive torque applied by the auxiliary mechanism, which would cause excessive resistance when operating the control handle 1, or insufficient torque applied by the auxiliary mechanism, which would prevent the control handle 1 from automatically reaching its designated position, the rotation amplitude of the upper rocker arm 9 needs to be adjusted. Specifically, in this embodiment, in order to adjust the torque of the torsion spring, the connecting rod 8 connected to the upper rocker arm 9 is configured to have an adjustable length.

[0081] Specifically, such as Figure 8 As shown, the connecting rod 8 includes a rod body 81, and at both ends of the rod body 81 are rod end bearings 82, nuts 83, and locking washers 84 (for convenience, only the reference numerals for one end of the rod end bearing 82 and locking washer 84 are shown in the attached diagram). The rod body 81 and the rod end bearing 82 are connected by threads, one end being a left-hand thread and the other end being a right-hand thread, and are locked by the nut 83 and locking washer 84. When the nut 83 and locking washer 84 are loosened, the rod body 81 is rotated, which changes the distance of the rod end bearing 82, thereby changing the total length of the connecting rod 8. This achieves the length adjustment of the connecting rod 8.

[0082] When the length of lever 8 increases, the upper rocker arm 9 rotates more counterclockwise, causing the torsion spring rocker arm 4 to rotate more counterclockwise. This results in a larger torsion angle and increased torque of the torsion spring 5. The increased torque of the torsion spring 14 also increases the assistance transmitted to the control handle 1. Conversely, when the length of lever 8 decreases, the upper rocker arm 9 rotates less, causing the torsion spring rocker arm 15 to rotate more. This results in a smaller torsion angle and decreased torque of the torsion spring 14. The decreased torque of the torsion spring 14 also reduces the assistance transmitted to the control handle 1. This allows for the adjustment of the assistance provided by the torsion spring 14, thereby enabling precise control of the operating load on the control handle 1.

[0083] The present invention provides a control device for switching aircraft cabin door modes, which can switch the aircraft cabin door between emergency and non-emergency modes, ensuring that the slide and emergency actuation device are triggered when the cabin door is opened in an emergency, and that the emergency device is not triggered in a non-emergency situation. The device mainly consists of a handle, a four-bar linkage, an anti-misoperation device, and a torsion spring. It can simultaneously provide handle assistance and prevent misoperation, and features a simple structure, high integration, and light overall weight.

[0084] While the structure of the present invention has 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, and all such modifications and variations will fall within the scope of this application.

Claims

1. A control device for switching aircraft door modes, the control device comprising: Handle assembly, the handle assembly comprising: A control handle, which can be operated to move to an emergency position or a non-emergency position; and A handle shaft, connected to the control handle, allows the handle shaft to rotate in response to movement of the control handle. Linkage assembly, the linkage assembly comprising: The lower rocker arm includes a first end and a second end. The first end of the lower rocker arm is mounted on the handle shaft, so that the lower rocker arm can rotate together with the handle shaft. A connecting rod, the connecting rod including a first end and a second end, the first end of the connecting rod being pivotally connected to the second end of the lower rocker arm; An upper rocker arm, comprising a first end and a second end, wherein the first end of the upper rocker arm is pivotally connected to the second end of the connecting rod; and An intermediate shaft, on which the second end of the upper rocker arm is mounted, allowing the upper rocker arm to rotate together with the intermediate shaft. An anti-misoperation component is configured to move to a locked position when the hatch is opened and to an unlocked position when the hatch is closed, wherein, in the locked position, the anti-misoperation component prevents rotation of the intermediate shaft, and in the unlocked position, the anti-misoperation component allows rotation of the intermediate shaft. The linkage assembly is configured such that during the movement of the control handle from the emergency position to the non-emergency position and from the non-emergency position to the emergency position, the upper rocker arm and the intermediate shaft of the linkage assembly initially rotate in the same direction. The anti-misoperation component prevents the intermediate shaft from rotating in the same direction at the locked position.

2. The control device for switching aircraft cabin door modes as described in claim 1, characterized in that, The lower rocker arm and the control handle are spaced apart by a rotation angle around the handle axis, such that during the period when the control handle moves from the emergency position to the non-emergency position and from the non-emergency position to the emergency position, the second end of the lower rocker arm rotates through the highest point, causing the upper rocker arm to rotate counterclockwise first and then clockwise.

3. The control device for switching aircraft cabin door modes as described in claim 1, characterized in that, The handle assembly includes a limiting member configured to restrict the movement of the control handle between an emergency position and a non-emergency position.

4. The control device for switching aircraft door modes as described in claim 3, characterized in that, The limiting component includes a limiting rocker arm and a limiter, wherein the limiting rocker arm is mounted on the handle shaft so that the limiting rocker arm can rotate together with the handle shaft, and wherein the limiter is fixed to the hatch structure and blocks the limiting rocker arm when the operating handle reaches the emergency position or the non-emergency position.

5. The control device for switching aircraft cabin door modes as described in claim 1, characterized in that, The anti-misoperation component includes: A stop rocker arm, which is mounted on the intermediate shaft to rotate together with the intermediate shaft. A locking shaft that rotates between the locked position and the unlocked position, and A stopper, which is mounted on the locking shaft to rotate together with the locking shaft. In the locked position, the stop on the locking shaft prevents the rocker arm from rotating, and in the unlocked position, the stop on the locking shaft allows the rocker arm to rotate.

6. The control device for switching aircraft door modes as described in claim 1, characterized in that, It also includes an auxiliary mechanism configured to force the control handle toward the emergency position or the non-emergency position.

7. The control device for switching aircraft door modes as described in claim 6, characterized in that, The auxiliary mechanism includes a torsion spring and a torsion spring rocker arm, wherein the torsion spring is sleeved on the intermediate shaft, one end of the torsion spring is connected to the torsion spring rocker arm, and the other end is fixed to the hatch structure, and wherein the torsion spring rocker arm is mounted on the intermediate shaft to rotate together with the intermediate shaft.

8. The control device for switching aircraft door modes as described in claim 1, characterized in that, The length of the connecting rod is adjustable.

9. The control device for switching aircraft door modes as described in claim 8, characterized in that, The connecting rod includes a rod body, and rod end bearings, nuts, and locking washers disposed at both ends of the rod body. The rod body and the rod end bearings are connected by threads, and the distance between the rod end bearings is adjusted by rotating the rod body. The rod body and the rod end bearings are locked together by the nuts and the locking washers.

10. The control device for switching aircraft cabin door modes as claimed in claim 1, characterized in that, It also includes a drive assembly, which includes a drive rocker arm and a drive linkage, wherein the drive rocker arm is mounted on the handle shaft to rotate together with the handle shaft, and the drive linkage is connected to the drive rocker arm at one end and to the emergency actuator trigger pre-positioning mechanism and the slide pre-positioning mechanism at the other end.

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