An adjustment structure and adjustment method for an extra-long door of a transport aircraft
The combined structure of hinge joints, guide devices and contact components solves the centering and assembly problems of extra-long doors in aircraft design, achieves precise adjustment of the doors and increases their rigidity, ensuring the safety and stability of the aircraft.
Patent Information
- Application Number
- CN202411853241.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-16
- Publication Date
- 2025-09-30
- Estimated Expiration
- 2044-12-16
AI Technical Summary
Extra-long doors are difficult to accurately align in aircraft design, resulting in large assembly errors, insufficient rigidity, and difficulty in adjustment, which affects the safety and stability of the aircraft.
The combined structure of hinge joint, guide device and contact assembly is adopted. The position of the hatch is adjusted by matching the tooth groove and guide groove. Combined with the design of guide roller and locking ring, the precise centering and position adjustment of the hatch can be achieved.
It achieves precise centering and position adjustment of the extra-long cabin door, improves the door's rigidity and assembly accuracy, and ensures the safety and stability of the aircraft.
Smart Images
Figure CN119460059B_ABST
Abstract
Description
Technical Field
[0001] The present application belongs to the field of aircraft design technology, and in particular relates to an adjustment structure and adjustment method for an extra-long door of a transport aircraft. Background Art
[0002] Aircraft doors, especially those that open in mid-flight, are primarily used for cargo delivery. To ensure a continuous fuselage opening, it is difficult to adjust extra-long doors. The main background currently involved is as follows:
[0003] 1. The extra-long hatch is subject to the principle of leverage, and adjusting the rear hinge will cause a significant change in the front position;
[0004] 2. The extra-long door is subject to assembly errors and is difficult to assemble in one go, requiring subsequent compensation.
[0005] 3. It is difficult to center an extra-long door. The door body has weak rigidity, and it is difficult to maintain the symmetry plane of the aircraft solely by relying on the rigidity of the door body itself. Summary of the Invention
[0006] In order to solve the above problems, the present application provides an adjustment structure for an extra-long door of a transport aircraft, the door comprising:
[0007] The door frame located at the rear belly, the two side doors hinged on the door frames on both sides, and the center door;
[0008] The rear end of the center door is hinged on the hinge joint. The hinge axes of the side doors are parallel to the heading, while the hinge axis of the center door is perpendicular to the heading. The front end of the center door opens and closes up and down. When opening the door, the two side doors rotate downward along the hinge axis, while the center door rotates upward along the hinge axis. When closing the door, the two side doors rotate upward along the hinge axis, while the center door rotates downward along the hinge axis.
[0009] The adjustment structure includes:
[0010] The hinge joint mounting surface is in contact with the vertical surface of the fuselage and is fixed by bolts. The mounting surface has a portion of vertical tooth-shaped grooves and a portion of transverse tooth-shaped grooves. The vertical surface of the fuselage has tooth-shaped grooves that match the mounting surface, which are used to adjust the position of the hinge joint and thus the vertical and spanwise position of the center door.
[0011] A guide device is adjustably mounted on the fuselage at the front door frame. The guide device comprises a guide groove with a Y-shaped groove surface. A guide roller is mounted at the front end of the middle door. The axis of the guide roller is parallel to the heading. When the door is closed, the guide roller enters the groove bottom along the Y-shaped groove surface. The guide device is used to adjust the spanwise position of the middle door in the closed position.
[0012] When the middle hatch is closed, the front end of the middle hatch is in vertical contact with the support surface of the door frame through a contact assembly. The contact assembly has an adjustable bolt with adjustable height. The number of contact assemblies includes at least two distributed in the span direction, which are used to adjust the vertical position of the closed position of the middle hatch.
[0013] Preferably, one surface of the guide device has a portion of vertical tooth-shaped grooves and a portion of transverse tooth-shaped grooves; the vertical surface of the body at the front door frame position has a tooth-shaped groove matching a surface of the guide device, which is used to adjust the position of the guide device and thereby adjust the vertical and spanwise positions of the middle hatch.
[0014] Preferably, the edges of the side doors have multiple locking rings, and the two edges of the middle door have multiple locking hooks that hook the locking rings; when the door is opened, the locking hooks hook the locking rings; when the door is closed, the locking hooks disengage from the locking rings.
[0015] Preferably, the heading length of the guide roller is greater than the heading width of the guide groove, so that there is a gap between the middle door and the end surface of the guide groove.
[0016] Preferably, the guide groove is provided with a margin hole at a position corresponding to the end of the guide roller, so as to compensate for the movement caused by the heading deformation of the middle hatch.
[0017] Preferably, when the door is closed, the side door has an over-retraction angle, which is the angle formed by the side door and the middle door, and the side door is higher than the middle door.
[0018] Preferably, the height difference between the side doors and the middle door is determined by the total width of the doors.
[0019] Preferably, the height difference between the side door and the middle door does not exceed 5 mm.
[0020] Preferably, the span width of the guide groove is determined by the span deformation of the front end of the hatch under extreme conditions.
[0021] Preferably, the span width of the guide groove is equal to the span deformation of the front end of the hatch in an extreme case plus a set margin.
[0022] Preferably, a reserved gap is provided between the front end face of the middle door and the front end door frame, wherein the reserved gap is equal to the forward movement of the middle door under a sharp pitch of the aircraft multiplied by a safety factor.
[0023] Preferably, the safety factor is 1.5.
[0024] Preferably, both sides of the middle door have at least one guide roller, door frame supports are fixed on both side door frames, the door frame supports have guide surfaces, the guide rollers are attached to the guide surfaces, and roll along the guide surfaces when the door is opened or closed.
[0025] A method for adjusting an extra-long door of a transport aircraft, comprising:
[0026] Door centering adjustment: Measure the deviation between the center door's symmetry line and the forward fuselage's symmetry line. If the deviation exceeds a set threshold, adjust the hinge joint's spanwise position or add a shim between the center door and the hinge joint. After adding the shim, the lateral play between the center door and the hinge joint is no greater than the set limit.
[0027] Door front step adjustment: When the center door's step exceeds 2 / 3 of the aerodynamic shape tolerance, adjust the adjustable bolts of the contact assembly to bring the center door's front step and the fuselage within the allowable range.
[0028] Adjust the rear end step of the hatch: the lateral gap between the middle hatch and the guide roller is less than 0.2mm, the gap between the guide groove bottom and the guide roller is less than 2mm, and the position of the guide device is adjusted.
[0029] The advantages of the present application include: the invention provides a door structure with an adjustment function, which can better adjust the position of the door. BRIEF DESCRIPTION OF THE DRAWINGS
[0030] Figure 1 This is a schematic diagram of an extra-long cabin door for a transport aircraft according to a preferred embodiment of the present application. DETAILED DESCRIPTION
[0031] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. In the drawings, the same or similar numbers throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and should not be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in conjunction with the drawings.
[0032] In order to solve the above problems, the present application provides an adjustment structure for an extra-long door of a transport aircraft, the door comprising:
[0033] The door frame located at the rear fuselage, the two side doors (D.1, D.3) hinged to the door frames on both sides, and the center door (D.2);
[0034] The rear end of the center door (D.2) is hinged to the hinge joint. The hinge axes of the side doors (D.1 and D.3) are parallel to the heading, while the hinge axis of the center door (D.2) is perpendicular to the heading. The front end of the center door (D.2) opens and closes up and down. When opening the door, the two side doors (D.1 and D.3) rotate downward along the hinge axis, while the center door (D.2) rotates upward along the hinge axis. When closing the door, the two side doors (D.1 and D.3) rotate upward along the hinge axis, while the center door (D.2) rotates downward along the hinge axis.
[0035] The adjustment structure includes:
[0036] The hinge joint mounting surface is in contact with the vertical surface of the fuselage and fixed by bolts. The mounting surface has a portion of vertical toothed grooves and a portion of transverse toothed grooves. The vertical surface of the fuselage has toothed grooves matching the mounting surface, which are used to adjust the position of the hinge joint and, in turn, the vertical and spanwise position of the intermediate door (D.2).
[0037] A guide device is adjustably mounted on the fuselage at the front door frame. The guide device comprises a guide groove (G.1) having a Y-shaped groove surface. A guide roller (G.2) is provided at the front end of the intermediate hatch (D.2). The axis of the guide roller (G.2) is parallel to the heading. When the hatch is closed, the guide roller (G.2) enters the groove bottom along the Y-shaped groove surface. The guide device is used to adjust the spanwise position of the intermediate hatch (D.2) in the closed position.
[0038] When the middle hatch (D.2) is closed, the front end is in vertical contact with the support surface of the door frame through a contact assembly. The contact assembly has an adjustable bolt with adjustable height. The number of contact assemblies includes at least two distributed in the span direction, which are used to adjust the vertical position of the closed position of the middle hatch (D.2).
[0039] Preferably, one surface of the guide device has a portion of vertical tooth-shaped grooves and a portion of horizontal tooth-shaped grooves; the vertical surface of the body at the front door frame position has a tooth-shaped groove that matches a surface of the guide device, which is used to adjust the position of the guide device and thereby adjust the vertical and spanwise positions of the intermediate hatch (D.2).
[0040] In some optional embodiments, a guide groove G.1 is provided at the front door frame, and the guide groove G.1 has a Y-shaped groove surface. The front end of the middle hatch D.2 has a guide roller G.2 overlapped on the body, which is installed as shown in FIG. Figure 1 At the G1 position shown, the axis of the guide roller G.2 is parallel to the heading. When the hatch is closed, the guide roller G.2 enters the bottom of the Y-shaped groove along the surface.
[0041] In some optional embodiments, the course length of the guide roller G.2 is greater than the course width of the guide groove G.1, so that there is a gap between the middle door D.2 and the end face of the guide groove G.1.
[0042] In some optional embodiments, the guide groove G.1 is provided with a margin hole at a position corresponding to the end of the guide roller G.2, for compensating for the movement caused by the heading deformation of the middle door D.2.
[0043] In some optional embodiments, when the doors are closed, the side doors D.1 and D.3 have an over-retraction angle, which is the angle formed by the side doors D.1 and D.3 and the middle door D.2. The height of the side doors D.1 and D.3 is greater than that of the middle door D.2, and the height difference between the side doors D.1 and D.3 and the middle door D.2 does not exceed 5 mm.
[0044] In some optional embodiments, the spanwise width of the guide groove G.1 is equal to the spanwise deformation of the front end of the hatch in the extreme case plus a set margin.
[0045] In some optional embodiments, a reserved gap is provided between the front face of the middle door D.2 and the front door frame, where the reserved gap is equal to the forward movement of the middle door D.2 under a sharp pitch of the aircraft multiplied by a safety factor of 1.5.
[0046] In some optional embodiments, the two sides of the intermediate door D.2 each have at least one guide roller U.1, forming a lateral guide assembly U, which is respectively installed as follows: Figure 1 At the positions U1 and U2 shown, door frame supports U.2 are fixed on the door frames on both sides. The door frame support U.2 has a guide surface U.3. The guide roller U.1 is attached to the guide surface U.3 and rolls along the guide surface U.3 when opening or closing the cabin door.
[0047] A typical method for adjusting an extra-long door on a transport aircraft mainly includes adjusting the initial centering of the door, adjusting the door gap and step difference, and adjusting the centering guide device in the closed position.
[0048] Centering guide adjustment of the hatch: When the hatch is in the fully closed state, the position of the guide groove is adjusted by the tooth shape to ensure that the gap between the roller and the guide groove is not less than a certain value. Preferably, the value is 0.2mm. At the same time, the distance between the roller and the bottom surface of the guide groove is not less than a certain value. Preferably, the value is 2mm.
[0049] The initial centering adjustment of the door is mainly achieved by installing the door in the closed position by brackets, and then moving the brackets to achieve the initial centering state of the door. This operation is mainly used to limit the initial position to a certain range of the fuselage symmetry line, which can ensure the symmetry of the initial position. In addition, the use of brackets can also ensure that the initial step difference of the door floats within a certain range.
[0050] The front end step adjustment of the hatch is mainly achieved through the contact assembly. The contact assembly is equipped with an adjustment bolt. According to the screw-out and screw-in length of the thread, the front end step can be effectively adjusted steplessly, accurately ensuring that the front end step is met.
[0051] The rear end step adjustment of the hatch door is primarily accomplished via the toothed plate on the hinge. Generally, the toothed plate should be neither too large nor too small. A large toothed plate results in low adjustment resolution and inability to achieve precise adjustment. A small toothed plate can lead to tooth breakage and tooth skipping under load. Preferably, the single tooth size of the toothed plate is 0.5-2mm. This allows for relatively accurate step adjustment at the rear end.
[0052] The gap adjustment of the hatch door is divided into gap adjustment at three positions: front, side and rear. Generally, the front side of the hatch door has a large reserved skin margin, which can be achieved by filing the hatch door skin. The side and rear reserved gaps are small. In order to ensure the installation of the sealing tape, it is usually achieved by filing the surrounding structure skin.
[0053] The centering guide adjustment of the hatch is provided with guide rollers and guide grooves at the initial centering contact. The guide rollers are accurately dropped into the guide grooves to judge whether they are completely centered. There is a gap between the guide rollers and the guide grooves. The gap cannot be too small. If it is too small, the guide rollers will be subjected to additional loads under the action of the load, which is not conducive to the force. The side and upper gaps can effectively prevent additional additional loads on the guide.
[0054] This application also has margin compensation, which is specifically in three directions:
[0055] In heading, when the center door D.2 is in the closed position, its guide roller G.2 falls into the front guide slot G.1. This slot has a central opening. If the center door experiences sudden pitching and tack, the guide roller G.2 moves forward and enters the clearance hole in the slot. This compensates for tackling and prevents interference between the guide roller G.2 and the slot. A clearance is also provided between the center door D.2 skin and the front door frame.
[0056] When closing vertically, side doors D.1 and D.3 do not stop when they are flush with center door D.2. Instead, they continue to move until they are fully retracted. The retraction angle is typically determined based on the door width, ensuring a maximum retraction of 5mm. Furthermore, locking rings S.2 are mounted on side doors D.1 and D.3, while a locking hook S.1 is mounted on center door D.2. The hook S.1 can be adjusted based on the vertical position of the locking ring S.2 to compensate for vertical deformation.
[0057] In the span direction, when the middle door is closed, the guide roller G.2 of the middle door hits the two guide planes of the front guide groove G.1. The minimum span width of the two guide planes determines the span deformation of the front end of the door. Preferably, the width = the span deformation of the front end of the door under extreme conditions + 5mm; when the middle door is opened, the guide roller U.1 of the middle door contacts the U.3 guide surface installed on the fuselage to ensure that the door is located on the symmetrical plane of the fuselage when in the upper position. The span width of the guide surface U.3 determines the span deformation of the middle door D.2 in the upper position.
[0058] Preferably, the clearance between the center door D.2 skin and the front door frame can be calculated. This clearance is typically calculated through finite element simulation to determine the forward movement of the center door D.2 under a sharp pitching event. This movement is then multiplied by a safety factor of 1.5 to provide the remaining clearance between the center door D.2 skin and the front door frame. Advantages of this application include: the invention provides an adjustable door structure, enabling precise adjustment of the door's position.
[0059] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.
Claims
1. An extra-long door adjustment structure for a transport aircraft, characterized in that: The hatch comprises: The door frame located at the rear fuselage, the two side doors (D.1, D.3) hinged to the door frames on both sides, and the center door (D.2); The rear end of the center door (D.2) is hinged to the hinge joint. The hinge axes of the side doors (D.1 and D.3) are parallel to the heading, while the hinge axis of the center door (D.2) is perpendicular to the heading. The front end of the center door (D.2) opens and closes up and down. When opening the door, the two side doors (D.1 and D.3) rotate downward along the hinge axis, while the center door (D.2) rotates upward along the hinge axis. When closing the door, the two side doors (D.1 and D.3) rotate upward along the hinge axis, while the center door (D.2) rotates downward along the hinge axis. The adjustment structure includes: The hinge joint mounting surface is in contact with the vertical surface of the fuselage and is fixed by bolts. The mounting surface has a portion of vertical toothed grooves and a portion of transverse toothed grooves. The vertical surface of the fuselage has toothed grooves matching the mounting surface for adjusting the position of the hinge joint and, in turn, the vertical and spanwise position of the intermediate door (D.2). A guide device is adjustably installed on the fuselage at the front door frame position. The guide device has a guide groove (G.1). The guide groove (G.1) has a Y-shaped groove surface. A guide roller (G.2) is provided at the front end of the intermediate door (D.2). The axis of the guide roller (G.2) is parallel to the heading. When the door is closed, the guide roller (G.2) enters the groove bottom along the Y-shaped groove surface. The guide device is used to adjust the spanwise position of the closed position of the intermediate door (D.2). When closed, the front end of the intermediate door (D.2) is in vertical contact with the support surface of the door frame through a contact assembly. The contact assembly has an adjustable bolt with adjustable height. The number of contact assemblies includes at least two distributed in the span direction, which are used to adjust the vertical position of the closed position of the intermediate door (D.2); The course length of the guide roller (G.2) is greater than the course width of the guide groove (G.1), so that there is a gap between the middle door (D.2) and the end surface of the guide groove (G.1); The guide groove (G.1) is provided with a margin hole at a position corresponding to the end of the guide roller (G.2) to compensate for the movement caused by the heading deformation of the middle hatch (D.2).
2. The transport aircraft extra-long door adjustment structure according to claim 1, characterized in that: One surface of the guide device has a portion of vertical tooth-shaped grooves and a portion of transverse tooth-shaped grooves; the vertical surface of the body at the front door frame position has a tooth-shaped groove that matches the surface of the guide device, which is used to adjust the position of the guide device and thereby adjust the vertical and span-wise positions of the intermediate door (D.2).
3. The transport aircraft extra-long door adjustment structure according to claim 1, characterized in that: The edges of the side doors (D.1, D.3) are provided with a plurality of locking rings (S.2), and the two edges of the middle door (D.2) are provided with a plurality of locking hooks (S.1) hooked with the locking rings (S.2); when the door is opened, the locking hooks (S.1) hook the locking rings (S.2); when the door is closed, the locking hooks (S.1) are disengaged from the locking rings (S.2).
4. The transport aircraft extra-long door adjustment structure according to claim 1, characterized in that: When the hatch is closed, the side hatches (D.1, D.3) have an over-retraction angle, which is the angle formed by the side hatches (D.1, D.3) and the middle hatch (D.2), and the height of the side hatches (D.1, D.3) is greater than that of the middle hatch (D.2).
5. The transport aircraft extra-long door adjustment structure according to claim 4, characterized in that: The height difference between the side doors (D.1, D.3) and the center door (D.2) is determined by the total width of the doors.
6. The transport aircraft extra-long door adjustment structure according to claim 5, characterized in that: The height difference between the side doors (D.1, D.3) and the center door (D.2) shall not exceed 5 mm.
7. The transport aircraft extra-long door adjustment structure according to claim 4, characterized in that: The span width of the guide groove (G.1) is determined by the span deformation of the front end of the hatch under extreme conditions.
8. The transport aircraft extra-long door adjustment structure according to claim 4, characterized in that: The span width of the guide groove (G.1) is equal to the span deformation of the front end of the hatch in the extreme case plus the set margin.
9. The transport aircraft extra-long door adjustment structure according to claim 1, characterized in that: A reserved gap is provided between the front face of the middle door (D.2) and the front door frame, and the reserved gap is equal to the forward movement of the middle door (D.2) when the aircraft pitches sharply multiplied by a safety factor.
10. The transport aircraft extra-long door adjustment structure according to claim 9, characterized in that: The safety factor is 1.
5.
11. The transport aircraft extra-long door adjustment structure according to claim 1, characterized in that: The two sides of the middle hatch (D.2) each have at least one guide roller (U.1), door frame supports (U.2) are fixed on the door frames on both sides, and the door frame supports (U.2) have guide surfaces (U.3). The guide roller (U.1) is attached to the guide surfaces (U.3) and rolls along the guide surfaces (U.3) when the hatch is opened or closed.
12. A method for adjusting the extra-long door adjustment structure of a transport aircraft according to any one of claims 1 to 11, characterized in that: include: Door centering adjustment: Measure the deviation between the center door (D.2) symmetry line and the forward fuselage symmetry line. If the deviation exceeds the set threshold, adjust the spanwise position of the hinge joint or add a shim between the center door (D.2) and the hinge joint. After adding the shim, the lateral play between the center door (D.2) and the hinge joint does not exceed the set limit. Door front step adjustment: When the step of the middle door (D.2) exceeds 2 / 3 of the aerodynamic shape tolerance, adjust the adjustable bolt of the contact assembly to ensure that the step between the front end of the middle door (D.2) and the fuselage is within the allowable range; Door rear step adjustment: When the step between the center door (D.2) and the rear fuselage is greater than 2 / 3 of the aerodynamic shape tolerance, adjust the vertical position of the hinge joint; Door clearance adjustment: The front clearance is adjusted by filing the door skin, and the side and rear clearances are adjusted by filing the adjacent parts of the skin; Adjustment of the hatch door's centering guide: When the lateral clearance between the guide groove (G.1) and the guide roller (G.2) is less than 0.2 mm, and the clearance between the bottom of the guide groove (G.1) and the guide roller (G.2) is less than 2 mm, adjust the position of the guide device.